Narrative:

On 01/wed/96 myself and another rated pilot (10000+ time in type and 1500+ make and model) departed roanoke rapids, nc, (rzz) on an IFR flight to rdu. I was flying from the left seat while my passenger was working at the radios from the right seat. There was a line of heavy WX approaching rdu from the west and southwest associated with a fast moving cold front. ATC advised that runway 23L (our preferred runway) was closed and runway 23R was available, but there was a 20 min hold for the ILS due to traffic. ATC asked if we wanted to try a visual to runway 32 and we accepted. There was a lot of rain shower activity around the airport but ATC said there were some gaps which were allowing for some visual approachs. Surface winds were from 180 to 200 degrees, 10 KTS, with gusts and windshear alerts. Our ride en route was very rough, with a significant headwind from the south (about 60 KTS at 4000 ft which would play a part later). ATC finally cleared us to 2000 ft about 10 mi out. We had pulled out and briefed the VOR and runway 32 approachs as a backup to the visual. At this point we were in and out of light to moderate precipitation. I was attempting to slow the aircraft for landing confign. Airspeed was fluctuating at 20 KTS due to the chop. Ground speed was about 99 KTS in the air traffic area. We called the runway in sight about 4 mi out. We were cleared for the visual about 2.5 mi out. Obviously we were higher than we wanted to be at this point, so we finished configuring the aircraft for landing quickly. I squared my turn to final and our headwind turned into a significant tailwind on final. Due to our rapid descent, tailwind and altitude, we touched down about 1/3 of the way down the runway (3700 ft). Our high ground speed at touchdown and the wet runway resulted in nil braking action. We were unable to stop on the remaining runway and departed the end. The nose gear collapsed and we slid about 75 ft in the grass and mud. No injuries, but damage to the propellers and nose gear. Contributing factors: there were several in my opinion. The boss riding up front and working the radios. He was going to be late for a meeting so he didn't want to wait for the ILS. I allowed him to put pressure on me to accept runway 32, even though I knew the conditions were unfavorable for the situation. ATC kept us high and tight to accommodate as much traffic as possible. We should have requested the VOR runway 32 approach so we would have had time to set up and establish a stabilized approach, which was essential in this case due to the winds. Suggestions: no more allowing the boss in the right seat if at all possible, it blurs the distinction of PIC especially when there is WX to deal with. And, if you feel uncomfortable about how things are progressing, particularly in the approach landing phase (as I did here) bail out as soon as possible and regroup. Take a different course of action.

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Original NASA ASRS Text

Title: PLT OF AN SMT RAN OFF END OF RWY DURING LNDG CAUSING DAMAGE TO THE NOSE GEAR AND PROPS.

Narrative: ON 01/WED/96 MYSELF AND ANOTHER RATED PLT (10000+ TIME IN TYPE AND 1500+ MAKE AND MODEL) DEPARTED ROANOKE RAPIDS, NC, (RZZ) ON AN IFR FLT TO RDU. I WAS FLYING FROM THE L SEAT WHILE MY PAX WAS WORKING AT THE RADIOS FROM THE R SEAT. THERE WAS A LINE OF HVY WX APCHING RDU FROM THE W AND SW ASSOCIATED WITH A FAST MOVING COLD FRONT. ATC ADVISED THAT RWY 23L (OUR PREFERRED RWY) WAS CLOSED AND RWY 23R WAS AVAILABLE, BUT THERE WAS A 20 MIN HOLD FOR THE ILS DUE TO TFC. ATC ASKED IF WE WANTED TO TRY A VISUAL TO RWY 32 AND WE ACCEPTED. THERE WAS A LOT OF RAIN SHOWER ACTIVITY AROUND THE ARPT BUT ATC SAID THERE WERE SOME GAPS WHICH WERE ALLOWING FOR SOME VISUAL APCHS. SURFACE WINDS WERE FROM 180 TO 200 DEGS, 10 KTS, WITH GUSTS AND WINDSHEAR ALERTS. OUR RIDE ENRTE WAS VERY ROUGH, WITH A SIGNIFICANT HEADWIND FROM THE S (ABOUT 60 KTS AT 4000 FT WHICH WOULD PLAY A PART LATER). ATC FINALLY CLRED US TO 2000 FT ABOUT 10 MI OUT. WE HAD PULLED OUT AND BRIEFED THE VOR AND RWY 32 APCHS AS A BACKUP TO THE VISUAL. AT THIS POINT WE WERE IN AND OUT OF LIGHT TO MODERATE PRECIP. I WAS ATTEMPTING TO SLOW THE ACFT FOR LNDG CONFIGN. AIRSPD WAS FLUCTUATING AT 20 KTS DUE TO THE CHOP. GND SPD WAS ABOUT 99 KTS IN THE ATA. WE CALLED THE RWY IN SIGHT ABOUT 4 MI OUT. WE WERE CLRED FOR THE VISUAL ABOUT 2.5 MI OUT. OBVIOUSLY WE WERE HIGHER THAN WE WANTED TO BE AT THIS POINT, SO WE FINISHED CONFIGURING THE ACFT FOR LNDG QUICKLY. I SQUARED MY TURN TO FINAL AND OUR HEADWIND TURNED INTO A SIGNIFICANT TAILWIND ON FINAL. DUE TO OUR RAPID DSCNT, TAILWIND AND ALT, WE TOUCHED DOWN ABOUT 1/3 OF THE WAY DOWN THE RWY (3700 FT). OUR HIGH GND SPD AT TOUCHDOWN AND THE WET RWY RESULTED IN NIL BRAKING ACTION. WE WERE UNABLE TO STOP ON THE REMAINING RWY AND DEPARTED THE END. THE NOSE GEAR COLLAPSED AND WE SLID ABOUT 75 FT IN THE GRASS AND MUD. NO INJURIES, BUT DAMAGE TO THE PROPS AND NOSE GEAR. CONTRIBUTING FACTORS: THERE WERE SEVERAL IN MY OPINION. THE BOSS RIDING UP FRONT AND WORKING THE RADIOS. HE WAS GOING TO BE LATE FOR A MEETING SO HE DIDN'T WANT TO WAIT FOR THE ILS. I ALLOWED HIM TO PUT PRESSURE ON ME TO ACCEPT RWY 32, EVEN THOUGH I KNEW THE CONDITIONS WERE UNFAVORABLE FOR THE SIT. ATC KEPT US HIGH AND TIGHT TO ACCOMMODATE AS MUCH TFC AS POSSIBLE. WE SHOULD HAVE REQUESTED THE VOR RWY 32 APCH SO WE WOULD HAVE HAD TIME TO SET UP AND ESTABLISH A STABILIZED APCH, WHICH WAS ESSENTIAL IN THIS CASE DUE TO THE WINDS. SUGGESTIONS: NO MORE ALLOWING THE BOSS IN THE R SEAT IF AT ALL POSSIBLE, IT BLURS THE DISTINCTION OF PIC ESPECIALLY WHEN THERE IS WX TO DEAL WITH. AND, IF YOU FEEL UNCOMFORTABLE ABOUT HOW THINGS ARE PROGRESSING, PARTICULARLY IN THE APCH LNDG PHASE (AS I DID HERE) BAIL OUT AS SOON AS POSSIBLE AND REGROUP. TAKE A DIFFERENT COURSE OF ACTION.

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.