Narrative:

I was over the phk VOR at 10000 ft, cleared for descent to 5000 ft and to intercept the pbi localizer on a 120 degree heading. In visual conditions, initiated a 1000 FPM descent then cleared to 2000 ft. Descending and approximately 2 mi outside the marker, I realized my descent rate was not sufficient. Still at 5000 ft, the controller asked if we could descend ok. I told my copilot it was ok since it was VFR except for some broken clouds. I increased the descent by reducing power to idle and extending the speed brakes, at 215 KTS called for gear down, but was delayed momentarily because the copilot stopped to verify the speed was within limits. I told him it was ok, so he dropped the gear as we slowed down to within approach flaps, they were extended as well. We were established on the localizer but too fast for approach landing speed and also too high. At approximately 2 mi from the airport we broke through some clouds and were 2 dots above the GS. (We were cleared for a visual approach.) continuing with a rate of descent of about +/-1500 FPM since I was also trying to slow down so as to extend full flaps, they were extended at about the middle marker, retracting the speed brakes. We crossed the end of the runway at approximately 200 ft AGL and 160 KTS. The aircraft floated past the midway point down the runway and I considered going around, but decided against it. I thought I could stop it since it is a short landing aircraft. The touchdown was by the beginning of the last 1/3 of the runway. I stepped on the brakes, deployed the thrust reversers and my copilot extended the speed brakes. The thrust reversers were slow in reversing since the nosewheel was off the ground. I don't recall looking at the airspeed then, but it was normal for landing. It was also a smooth landing but too long and the aircraft ran off the runway onto the grass overrun about +/- 50 ft. After evaluating the situation, permission to taxi was requested (no emergency declared) and the aircraft taxied back to the ramp on its own power. The passenger (7) were deplaned and left, since no one was hurt. The aircraft was inspected on the ramp by myself and my copilot who is a certified mechanic and an a&east. No damage was found. The aircraft was flown out and again inspected by our company maintenance department and no damage was found. As you can see it was a chain of events that started with complacency and bad judgement and bad decisions and ended up at the end of the runway. I hope this situation described above would make me a better pilot, since I know I learned my lesson.

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Original NASA ASRS Text

Title: CAPT OF AN LTT CPR JET WENT OFF THE END OF THE RWY ON A 'LONG LNDG' DUE TO A SLOW RATE OF DSCNT NEAR THE ARPT.

Narrative: I WAS OVER THE PHK VOR AT 10000 FT, CLRED FOR DSCNT TO 5000 FT AND TO INTERCEPT THE PBI LOC ON A 120 DEG HDG. IN VISUAL CONDITIONS, INITIATED A 1000 FPM DSCNT THEN CLRED TO 2000 FT. DSNDING AND APPROX 2 MI OUTSIDE THE MARKER, I REALIZED MY DSCNT RATE WAS NOT SUFFICIENT. STILL AT 5000 FT, THE CTLR ASKED IF WE COULD DSND OK. I TOLD MY COPLT IT WAS OK SINCE IT WAS VFR EXCEPT FOR SOME BROKEN CLOUDS. I INCREASED THE DSCNT BY REDUCING PWR TO IDLE AND EXTENDING THE SPD BRAKES, AT 215 KTS CALLED FOR GEAR DOWN, BUT WAS DELAYED MOMENTARILY BECAUSE THE COPLT STOPPED TO VERIFY THE SPD WAS WITHIN LIMITS. I TOLD HIM IT WAS OK, SO HE DROPPED THE GEAR AS WE SLOWED DOWN TO WITHIN APCH FLAPS, THEY WERE EXTENDED AS WELL. WE WERE ESTABLISHED ON THE LOC BUT TOO FAST FOR APCH LNDG SPD AND ALSO TOO HIGH. AT APPROX 2 MI FROM THE ARPT WE BROKE THROUGH SOME CLOUDS AND WERE 2 DOTS ABOVE THE GS. (WE WERE CLRED FOR A VISUAL APCH.) CONTINUING WITH A RATE OF DSCNT OF ABOUT +/-1500 FPM SINCE I WAS ALSO TRYING TO SLOW DOWN SO AS TO EXTEND FULL FLAPS, THEY WERE EXTENDED AT ABOUT THE MIDDLE MARKER, RETRACTING THE SPD BRAKES. WE CROSSED THE END OF THE RWY AT APPROX 200 FT AGL AND 160 KTS. THE ACFT FLOATED PAST THE MIDWAY POINT DOWN THE RWY AND I CONSIDERED GOING AROUND, BUT DECIDED AGAINST IT. I THOUGHT I COULD STOP IT SINCE IT IS A SHORT LNDG ACFT. THE TOUCHDOWN WAS BY THE BEGINNING OF THE LAST 1/3 OF THE RWY. I STEPPED ON THE BRAKES, DEPLOYED THE THRUST REVERSERS AND MY COPLT EXTENDED THE SPD BRAKES. THE THRUST REVERSERS WERE SLOW IN REVERSING SINCE THE NOSEWHEEL WAS OFF THE GND. I DON'T RECALL LOOKING AT THE AIRSPD THEN, BUT IT WAS NORMAL FOR LNDG. IT WAS ALSO A SMOOTH LNDG BUT TOO LONG AND THE ACFT RAN OFF THE RWY ONTO THE GRASS OVERRUN ABOUT +/- 50 FT. AFTER EVALUATING THE SIT, PERMISSION TO TAXI WAS REQUESTED (NO EMER DECLARED) AND THE ACFT TAXIED BACK TO THE RAMP ON ITS OWN PWR. THE PAX (7) WERE DEPLANED AND LEFT, SINCE NO ONE WAS HURT. THE ACFT WAS INSPECTED ON THE RAMP BY MYSELF AND MY COPLT WHO IS A CERTIFIED MECH AND AN A&E. NO DAMAGE WAS FOUND. THE ACFT WAS FLOWN OUT AND AGAIN INSPECTED BY OUR COMPANY MAINT DEPT AND NO DAMAGE WAS FOUND. AS YOU CAN SEE IT WAS A CHAIN OF EVENTS THAT STARTED WITH COMPLACENCY AND BAD JUDGEMENT AND BAD DECISIONS AND ENDED UP AT THE END OF THE RWY. I HOPE THIS SIT DESCRIBED ABOVE WOULD MAKE ME A BETTER PLT, SINCE I KNOW I LEARNED MY LESSON.

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.