Narrative:

Upon arriving at clearance limit, the aircraft was cleared for a VOR-a approach. While circling to land, the PIC, who was at the controls, called for the landing checklist and the aircraft was configured accordingly. While turning final onto runway 4, the aircraft approach speed was abnormally high. When questioned, the PIC stated he was worried about wind shear in the area. By short final the aircraft had decelerated to vref plus 10. When over the threshold the PIC pushed the nose down trying to force the aircraft onto the runway (what I believe to be incorrect technique). Upon landing (first 1000 ft), the PIC attempted to deploy thrust reversers unsuccessfully while continuing to push forward on the yoke. Due to the fact that there was relatively little weight on main gear due to aircraft attitude, the main gear squat switch did not compress (required for deployment of reversers), the thrust reversers did not deploy. Several attempts were made by myself to recycle switches and controls to no avail. The aircraft commander applied maximum braking while I continued to cycle thrust reverser controls. Flaps normally raised on touchdown were not due to distraction of trying to apply reversers. As the aircraft neared the end of the runway airspeed was approximately 20 KTS. Rather than roll off the end of the runway the PIC decided to try and turn the aircraft 90 degrees onto a taxiway. Hydroplaning prevented the aircraft from maintaining control and the left main mount departed hard surface for wet grass and mud. The main mount sunk approximately 1 ft. There was only slight damage to left main gear door. A combination of WX and poor pilot technique led to this incident. Improvements in pilot proficiency, situational awareness and decision making ability would have prevented this incident. Supplemental information from acn 286331: the bottom line in my opinion was too much water on the runway and the airplane hydroplaned which did not close one or both of the squat or weight switches located on the nose and main gear which operates the thrust reverser. Also, speed brake was deployed for landing. The mechanics who jacked up the airplane also removed the gear door on the left main to prevent damage to it as the airplane was towed out of the mud. The FAA from mem GADO came to investigate and filed an incident report and issued a ferry permit to fly the airplane back to toledo without the gear door on. Landing distance of 2700 ft part 91 and 4500 ft part 135 was required for dry landing.

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Original NASA ASRS Text

Title: CAPT OF AN ATX LTT JET LANDED FAST AND SLID SIDEWAYS OFF THE END OF THE RWY INTO THE MUD CAUSING MINOR DAMAGE TO THE R MAIN LNDG GEAR.

Narrative: UPON ARRIVING AT CLRNC LIMIT, THE ACFT WAS CLRED FOR A VOR-A APCH. WHILE CIRCLING TO LAND, THE PIC, WHO WAS AT THE CTLS, CALLED FOR THE LNDG CHKLIST AND THE ACFT WAS CONFIGURED ACCORDINGLY. WHILE TURNING FINAL ONTO RWY 4, THE ACFT APCH SPD WAS ABNORMALLY HIGH. WHEN QUESTIONED, THE PIC STATED HE WAS WORRIED ABOUT WIND SHEAR IN THE AREA. BY SHORT FINAL THE ACFT HAD DECELERATED TO VREF PLUS 10. WHEN OVER THE THRESHOLD THE PIC PUSHED THE NOSE DOWN TRYING TO FORCE THE ACFT ONTO THE RWY (WHAT I BELIEVE TO BE INCORRECT TECHNIQUE). UPON LNDG (FIRST 1000 FT), THE PIC ATTEMPTED TO DEPLOY THRUST REVERSERS UNSUCCESSFULLY WHILE CONTINUING TO PUSH FORWARD ON THE YOKE. DUE TO THE FACT THAT THERE WAS RELATIVELY LITTLE WT ON MAIN GEAR DUE TO ACFT ATTITUDE, THE MAIN GEAR SQUAT SWITCH DID NOT COMPRESS (REQUIRED FOR DEPLOYMENT OF REVERSERS), THE THRUST REVERSERS DID NOT DEPLOY. SEVERAL ATTEMPTS WERE MADE BY MYSELF TO RECYCLE SWITCHES AND CTLS TO NO AVAIL. THE ACFT COMMANDER APPLIED MAX BRAKING WHILE I CONTINUED TO CYCLE THRUST REVERSER CTLS. FLAPS NORMALLY RAISED ON TOUCHDOWN WERE NOT DUE TO DISTR OF TRYING TO APPLY REVERSERS. AS THE ACFT NEARED THE END OF THE RWY AIRSPD WAS APPROX 20 KTS. RATHER THAN ROLL OFF THE END OF THE RWY THE PIC DECIDED TO TRY AND TURN THE ACFT 90 DEGS ONTO A TXWY. HYDROPLANING PREVENTED THE ACFT FROM MAINTAINING CTL AND THE L MAIN MOUNT DEPARTED HARD SURFACE FOR WET GRASS AND MUD. THE MAIN MOUNT SUNK APPROX 1 FT. THERE WAS ONLY SLIGHT DAMAGE TO L MAIN GEAR DOOR. A COMBINATION OF WX AND POOR PLT TECHNIQUE LED TO THIS INCIDENT. IMPROVEMENTS IN PLT PROFICIENCY, SITUATIONAL AWARENESS AND DECISION MAKING ABILITY WOULD HAVE PREVENTED THIS INCIDENT. SUPPLEMENTAL INFO FROM ACN 286331: THE BOTTOM LINE IN MY OPINION WAS TOO MUCH WATER ON THE RWY AND THE AIRPLANE HYDROPLANED WHICH DID NOT CLOSE ONE OR BOTH OF THE SQUAT OR WT SWITCHES LOCATED ON THE NOSE AND MAIN GEAR WHICH OPERATES THE THRUST REVERSER. ALSO, SPD BRAKE WAS DEPLOYED FOR LNDG. THE MECHS WHO JACKED UP THE AIRPLANE ALSO REMOVED THE GEAR DOOR ON THE L MAIN TO PREVENT DAMAGE TO IT AS THE AIRPLANE WAS TOWED OUT OF THE MUD. THE FAA FROM MEM GADO CAME TO INVESTIGATE AND FILED AN INCIDENT RPT AND ISSUED A FERRY PERMIT TO FLY THE AIRPLANE BACK TO TOLEDO WITHOUT THE GEAR DOOR ON. LNDG DISTANCE OF 2700 FT PART 91 AND 4500 FT PART 135 WAS REQUIRED FOR DRY LNDG.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.