Narrative:

Landing on runway 26L at sus, I touched down around the 2000 ft point on the runway. I deployed the spoilers and let the airplane roll. Thinking I was being easy on the brakes by slowly decelerating the aircraft, I misjudged the approaching end of the runway. I applied the brakes harder but felt it was still moving too fast to make the turn off on the taxiway. The aircraft exited the runway about 15 KTS and 20-30 ft past the end. In assessing the situation I taxied forward about 10 ft to check the condition of the ground, tires, and landing gear. The aircraft moved freely and easily so I did a 180 degree turn. Again the aircraft showed no signs of any problems. I then positioned the aircraft on the taxiway and with some brake checks and steering checks, I contacted ground control then taxied to the FBO. The aircraft showed no sign of any damage and was inspected by a learjet mechanic. There also was no damage to the airport property including runway and taxi lights. The runway was never closed and no emergency vehicles were called out. As PF and captain of the plane, I failed to keep the task at hand as first priority. In trying to make a quick turn out of sus, I tried to accomplish as many tasks as possible to expedite our time on the ground in sus. As we were still on the ground roll on the runway, I was having my copilot do paperwork and preparing to receive the clearance for our next leg. I was trying to figure a fuel load and verifying the location of the FBO on the field thinking there was plenty of runway left. As the events showed, the couple of mins I was trying to save actually cost us more time on the ground. Poor judgement and crew management caused the 20 ft overrun and could have been prevented by dealing with each situation at its proper time.

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Original NASA ASRS Text

Title: SMT CARGO JET ACFT RAN OFF END OF LNDG RWY WHEN RPTR CAPT MISJUDGED SPD VERSUS DISTANCE REMAINING.

Narrative: LNDG ON RWY 26L AT SUS, I TOUCHED DOWN AROUND THE 2000 FT POINT ON THE RWY. I DEPLOYED THE SPOILERS AND LET THE AIRPLANE ROLL. THINKING I WAS BEING EASY ON THE BRAKES BY SLOWLY DECELERATING THE ACFT, I MISJUDGED THE APCHING END OF THE RWY. I APPLIED THE BRAKES HARDER BUT FELT IT WAS STILL MOVING TOO FAST TO MAKE THE TURN OFF ON THE TXWY. THE ACFT EXITED THE RWY ABOUT 15 KTS AND 20-30 FT PAST THE END. IN ASSESSING THE SIT I TAXIED FORWARD ABOUT 10 FT TO CHK THE CONDITION OF THE GND, TIRES, AND LNDG GEAR. THE ACFT MOVED FREELY AND EASILY SO I DID A 180 DEG TURN. AGAIN THE ACFT SHOWED NO SIGNS OF ANY PROBS. I THEN POSITIONED THE ACFT ON THE TXWY AND WITH SOME BRAKE CHKS AND STEERING CHKS, I CONTACTED GND CTL THEN TAXIED TO THE FBO. THE ACFT SHOWED NO SIGN OF ANY DAMAGE AND WAS INSPECTED BY A LEARJET MECH. THERE ALSO WAS NO DAMAGE TO THE ARPT PROPERTY INCLUDING RWY AND TAXI LIGHTS. THE RWY WAS NEVER CLOSED AND NO EMER VEHICLES WERE CALLED OUT. AS PF AND CAPT OF THE PLANE, I FAILED TO KEEP THE TASK AT HAND AS FIRST PRIORITY. IN TRYING TO MAKE A QUICK TURN OUT OF SUS, I TRIED TO ACCOMPLISH AS MANY TASKS AS POSSIBLE TO EXPEDITE OUR TIME ON THE GND IN SUS. AS WE WERE STILL ON THE GND ROLL ON THE RWY, I WAS HAVING MY COPLT DO PAPERWORK AND PREPARING TO RECEIVE THE CLRNC FOR OUR NEXT LEG. I WAS TRYING TO FIGURE A FUEL LOAD AND VERIFYING THE LOCATION OF THE FBO ON THE FIELD THINKING THERE WAS PLENTY OF RWY LEFT. AS THE EVENTS SHOWED, THE COUPLE OF MINS I WAS TRYING TO SAVE ACTUALLY COST US MORE TIME ON THE GND. POOR JUDGEMENT AND CREW MGMNT CAUSED THE 20 FT OVERRUN AND COULD HAVE BEEN PREVENTED BY DEALING WITH EACH SIT AT ITS PROPER TIME.

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.