Narrative:

While approaching the airport for a straight-in landing, the captain kept his speed up. Going fast is a common practice for this individual, 250 plus KIAS below 10000 ft and 200 plus KIAS in air traffic area. On a 2 mi final I informed him he was fast, he said, 'I know, we'll see how it works out.' his approach angle was steeper than normal which made it difficult to slow down. On short final he said, 'it's starting to come in (airspeed).' over the end of the runway he was vref plus 30 (135 KIAS). He touched down about 1000 ft down the 5000 ft runway, which unbeknown to us was icy. He immediately applied heavy braking which caused inverted rubber skidding, but being icy conditions there was no indications. The aircraft continued to the end and left of centerline departing the runway at around 30 KTS. During the landing, hard reversing was also applied until we came to a complete stop, which caused snow and debris to be blown forward. We came to rest about 40-50 ft off the end in a foot or more of snow, pointing about 30 degrees right of runway direction. With the engines still running he applied around 80-90 percent power and the aircraft started moving. With several applications he brought it around to the right and back on the runway. I was amazed he got out of it. Once we taxied back to the ramp, we inspected the aircraft for damage and he determined it to be 'ok.' we cleaned the snow and gravel from the wings, flaps, top of fuselage. And as if nothing had happened our passenger shows up and we depart for rdd. In my opinion, the main contributing factors in this incident is the captain's fetish with speed and his ego which would not let him do a go around. A go around could have been initiated at any time up until touchdown. This person has a history of poor judgement and a disregard for procedures, regulations and limitations.

Google
 

Original NASA ASRS Text

Title: A BE40 CAPT (PF) FLEW A HIGH SPD FINAL APCH AND WAS REF PLUS 30 KTS OVER THE END OF THE LNDG RWY. IN SPITE OF FO'S INFORMING THE CAPT THAT HE WAS TOO FAST, THE CAPT TOUCHED DOWN ON AN ICY RWY, 1000 FT PAST THE THRESHOLD, AND SLID TO A STOP APPROX 40-50 FT PAST THE OTHER END OF THE RWY. THE ACFT WAS TURNED AROUND AND TAXIED INTO THE RAMP AND THE OP CONTINUED NORMALLY.

Narrative: WHILE APCHING THE ARPT FOR A STRAIGHT-IN LNDG, THE CAPT KEPT HIS SPD UP. GOING FAST IS A COMMON PRACTICE FOR THIS INDIVIDUAL, 250 PLUS KIAS BELOW 10000 FT AND 200 PLUS KIAS IN ATA. ON A 2 MI FINAL I INFORMED HIM HE WAS FAST, HE SAID, 'I KNOW, WE'LL SEE HOW IT WORKS OUT.' HIS APCH ANGLE WAS STEEPER THAN NORMAL WHICH MADE IT DIFFICULT TO SLOW DOWN. ON SHORT FINAL HE SAID, 'IT'S STARTING TO COME IN (AIRSPD).' OVER THE END OF THE RWY HE WAS VREF PLUS 30 (135 KIAS). HE TOUCHED DOWN ABOUT 1000 FT DOWN THE 5000 FT RWY, WHICH UNBEKNOWN TO US WAS ICY. HE IMMEDIATELY APPLIED HVY BRAKING WHICH CAUSED INVERTED RUBBER SKIDDING, BUT BEING ICY CONDITIONS THERE WAS NO INDICATIONS. THE ACFT CONTINUED TO THE END AND L OF CTRLINE DEPARTING THE RWY AT AROUND 30 KTS. DURING THE LNDG, HARD REVERSING WAS ALSO APPLIED UNTIL WE CAME TO A COMPLETE STOP, WHICH CAUSED SNOW AND DEBRIS TO BE BLOWN FORWARD. WE CAME TO REST ABOUT 40-50 FT OFF THE END IN A FOOT OR MORE OF SNOW, POINTING ABOUT 30 DEGS R OF RWY DIRECTION. WITH THE ENGS STILL RUNNING HE APPLIED AROUND 80-90 PERCENT PWR AND THE ACFT STARTED MOVING. WITH SEVERAL APPLICATIONS HE BROUGHT IT AROUND TO THE R AND BACK ON THE RWY. I WAS AMAZED HE GOT OUT OF IT. ONCE WE TAXIED BACK TO THE RAMP, WE INSPECTED THE ACFT FOR DAMAGE AND HE DETERMINED IT TO BE 'OK.' WE CLEANED THE SNOW AND GRAVEL FROM THE WINGS, FLAPS, TOP OF FUSELAGE. AND AS IF NOTHING HAD HAPPENED OUR PAX SHOWS UP AND WE DEPART FOR RDD. IN MY OPINION, THE MAIN CONTRIBUTING FACTORS IN THIS INCIDENT IS THE CAPT'S FETISH WITH SPD AND HIS EGO WHICH WOULD NOT LET HIM DO A GAR. A GAR COULD HAVE BEEN INITIATED AT ANY TIME UP UNTIL TOUCHDOWN. THIS PERSON HAS A HISTORY OF POOR JUDGEMENT AND A DISREGARD FOR PROCS, REGS AND LIMITATIONS.

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.