Narrative:

I called the st johns unicom about 15 mi out and received the surface winds, 30 KTS gusting to 40 KTS from 260 degrees variable to 280 degrees. I elected to fly a low pass down the runway to get a feel for the wind and look at the windsock. I chose runway 32 because it is 2000 ft longer. As I flew the pattern for the approach, a king air called in to the unicom to land also. I announced that I was in the pattern, the king air asked if he could land first. I told the pilot of the king air to go ahead and if he would please give me a report on how the wind conditions were for him. He reported, after landing, that the wind was not as bad as he had anticipated, that he had kept a little left engine power and things worked out well. I increased my final approach airspeed by about 15 KTS to compensate for the gust spread and the crosswind and in case of windshear. I also carried a little more power on the left engine. I flew the VASI down to the touchdown area working to stay over the centerline of the runway. The aircraft floated further than I had anticipated. I must have touched down on the middle 1/3 of the runway, working to keep the aircraft on the centerline of the runway. I did not notice how much of the runway I was using until I came over the slight rise toward the end of the runway. At this point I did not have enough airspeed to execute a go around and not enough runway remaining to stop. I applied maximum braking. There is no overrun at the end of runway 32. I ran off the end of the runway and came to rest in a dirt field. Callback conversation with reporter revealed the following information: the reporter stated the maximum demonstrated crosswind in the poh is 18 KTS. If he had it to do over again he would not have attempted the landing. The reporter's chief pilot told him the cessna 402 with the big tail is not a great crosswind airplane. The reporter is more familiar with the king air 200. The reporter stated he was too concerned about the gust which prompted him to carry more speed on final than needed. He also carried too much power too long on the left engine to keep the aircraft on the centerline.

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Original NASA ASRS Text

Title: AT SJN RWYS, THE WINDS WERE 260-280 DEGS AT 30 KTS GUSTING TO 40 KTS. IT LOOKED LIKE AN EVEN SPLIT BTWN RWYS 32 AND 21 AND RWY 32 WAS ALMOST 2000 FT LONGER. A KING AIR LANDED AHEAD AND THE PLT RPTED THE WIND NOT AS BAD AS ANTICIPATED. THE RPTR MADE A LOW PASS DOWN THE RWY TO GET A FEEL FOR THE WIND. HE ADDED AN EXTRA 15 KTS APCH SPD FOR THE GUST AND MORE PWR ON THE L ENG FOR THE XWIND. IN FOCUSING ON STAYING ON CTRLINE THE RPTR DID NOT NOTICE THAT TOO MUCH RWY WAS USED IN THE FLARE AND FLOAT. HE RAN OFF THE END OF THE RWY.

Narrative: I CALLED THE ST JOHNS UNICOM ABOUT 15 MI OUT AND RECEIVED THE SURFACE WINDS, 30 KTS GUSTING TO 40 KTS FROM 260 DEGS VARIABLE TO 280 DEGS. I ELECTED TO FLY A LOW PASS DOWN THE RWY TO GET A FEEL FOR THE WIND AND LOOK AT THE WINDSOCK. I CHOSE RWY 32 BECAUSE IT IS 2000 FT LONGER. AS I FLEW THE PATTERN FOR THE APCH, A KING AIR CALLED IN TO THE UNICOM TO LAND ALSO. I ANNOUNCED THAT I WAS IN THE PATTERN, THE KING AIR ASKED IF HE COULD LAND FIRST. I TOLD THE PLT OF THE KING AIR TO GO AHEAD AND IF HE WOULD PLEASE GIVE ME A RPT ON HOW THE WIND CONDITIONS WERE FOR HIM. HE RPTED, AFTER LNDG, THAT THE WIND WAS NOT AS BAD AS HE HAD ANTICIPATED, THAT HE HAD KEPT A LITTLE L ENG PWR AND THINGS WORKED OUT WELL. I INCREASED MY FINAL APCH AIRSPD BY ABOUT 15 KTS TO COMPENSATE FOR THE GUST SPREAD AND THE XWIND AND IN CASE OF WINDSHEAR. I ALSO CARRIED A LITTLE MORE PWR ON THE L ENG. I FLEW THE VASI DOWN TO THE TOUCHDOWN AREA WORKING TO STAY OVER THE CTRLINE OF THE RWY. THE ACFT FLOATED FURTHER THAN I HAD ANTICIPATED. I MUST HAVE TOUCHED DOWN ON THE MIDDLE 1/3 OF THE RWY, WORKING TO KEEP THE ACFT ON THE CTRLINE OF THE RWY. I DID NOT NOTICE HOW MUCH OF THE RWY I WAS USING UNTIL I CAME OVER THE SLIGHT RISE TOWARD THE END OF THE RWY. AT THIS POINT I DID NOT HAVE ENOUGH AIRSPD TO EXECUTE A GAR AND NOT ENOUGH RWY REMAINING TO STOP. I APPLIED MAX BRAKING. THERE IS NO OVERRUN AT THE END OF RWY 32. I RAN OFF THE END OF THE RWY AND CAME TO REST IN A DIRT FIELD. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE MAX DEMONSTRATED XWIND IN THE POH IS 18 KTS. IF HE HAD IT TO DO OVER AGAIN HE WOULD NOT HAVE ATTEMPTED THE LNDG. THE RPTR'S CHIEF PLT TOLD HIM THE CESSNA 402 WITH THE BIG TAIL IS NOT A GREAT XWIND AIRPLANE. THE RPTR IS MORE FAMILIAR WITH THE KING AIR 200. THE RPTR STATED HE WAS TOO CONCERNED ABOUT THE GUST WHICH PROMPTED HIM TO CARRY MORE SPD ON FINAL THAN NEEDED. HE ALSO CARRIED TOO MUCH PWR TOO LONG ON THE L ENG TO KEEP THE ACFT ON THE CTRLINE.

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.