Narrative:

Location: on surface palm springs airport. We were cleared to land on runway 31L at psp, weight 114000 pounds, flaps 28 degrees, wind 170 degrees at 4 KTS. The aircraft floated during the flare and we touched down long. During the rollout I observed that we were approaching the 2000 ft remaining board still indicating over 100 KTS. I called the 2000 ft remaining board to the captain who increased from normal to hard wheel braking. We continued hard wheel braking and reverse until the aircraft came to a complete stop with the nosewheel 5 ft beyond the threshold lights onto the overrun (through a large gap in the lights) and the rest of the aircraft on the runway. I contacted the tower who instructed us to taxi and take a left turn at the end. We taxied straight ahead on the overrun, and when we saw that there were no connecting txwys, performed a 180 degree turn, taxied back on the overrun onto the runway, turned onto taxiway west and taxied to the ramp. We never received any questions or comments from ATC. After we arrived at the gate the captain performed a thorough exterior inspection including the nose tires, nose gear, and brakes, and found no damage. No entry was made in the log. Contributing to this event may have been that the captain told me afterward that during the approach he included the entire length of pavement, including the overrun, in his sight picture. Also, the use of 40 degrees flaps in retrospect probably would have been wiser. Supplemental information from acn 389075: the tower then told us to 'taxi to the end with a left turnoff.' I initially taxied forward but realized that we should not taxi any further on the stopway. I requested a 180 degree turn and taxied to the gate without incident. I do not believe that the tower realized that we were already at the end of the runway when they gave us those instructions. The stopway at psp is the same size and color as the runway. During the visual approach, lights and markings on the stopway are not visible. The stopway is not noted on the airport page. In my mind I had seen this as usable runway. This, combined with the fact that psp has an extensive displaced threshold, led me to believe that I had more runway available than I actually did. I have learned that strict attention to the airport layout is essential on every approach -- even the easy ones.

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Original NASA ASRS Text

Title: SUPER 80 PIC LANDS LONG AND FAILS TO STOP ACFT PRIOR TO ITS GOING OFF THE END OF THE RWY INTO THE ASPHALT STOPWAY. ACFT HAD A SLIGHT TAILWIND AND PIC USED FLAPS 28 DEGS VERSUS 40 DEGS FOR LNDG. PIC SAYS THAT THE CHART AND RWY GIVES THE IMPRESSION OF A LONGER RWY THAN ACTUAL.

Narrative: LOCATION: ON SURFACE PALM SPRINGS ARPT. WE WERE CLRED TO LAND ON RWY 31L AT PSP, WT 114000 LBS, FLAPS 28 DEGS, WIND 170 DEGS AT 4 KTS. THE ACFT FLOATED DURING THE FLARE AND WE TOUCHED DOWN LONG. DURING THE ROLLOUT I OBSERVED THAT WE WERE APCHING THE 2000 FT REMAINING BOARD STILL INDICATING OVER 100 KTS. I CALLED THE 2000 FT REMAINING BOARD TO THE CAPT WHO INCREASED FROM NORMAL TO HARD WHEEL BRAKING. WE CONTINUED HARD WHEEL BRAKING AND REVERSE UNTIL THE ACFT CAME TO A COMPLETE STOP WITH THE NOSEWHEEL 5 FT BEYOND THE THRESHOLD LIGHTS ONTO THE OVERRUN (THROUGH A LARGE GAP IN THE LIGHTS) AND THE REST OF THE ACFT ON THE RWY. I CONTACTED THE TWR WHO INSTRUCTED US TO TAXI AND TAKE A L TURN AT THE END. WE TAXIED STRAIGHT AHEAD ON THE OVERRUN, AND WHEN WE SAW THAT THERE WERE NO CONNECTING TXWYS, PERFORMED A 180 DEG TURN, TAXIED BACK ON THE OVERRUN ONTO THE RWY, TURNED ONTO TXWY W AND TAXIED TO THE RAMP. WE NEVER RECEIVED ANY QUESTIONS OR COMMENTS FROM ATC. AFTER WE ARRIVED AT THE GATE THE CAPT PERFORMED A THOROUGH EXTERIOR INSPECTION INCLUDING THE NOSE TIRES, NOSE GEAR, AND BRAKES, AND FOUND NO DAMAGE. NO ENTRY WAS MADE IN THE LOG. CONTRIBUTING TO THIS EVENT MAY HAVE BEEN THAT THE CAPT TOLD ME AFTERWARD THAT DURING THE APCH HE INCLUDED THE ENTIRE LENGTH OF PAVEMENT, INCLUDING THE OVERRUN, IN HIS SIGHT PICTURE. ALSO, THE USE OF 40 DEGS FLAPS IN RETROSPECT PROBABLY WOULD HAVE BEEN WISER. SUPPLEMENTAL INFO FROM ACN 389075: THE TWR THEN TOLD US TO 'TAXI TO THE END WITH A LEFT TURNOFF.' I INITIALLY TAXIED FORWARD BUT REALIZED THAT WE SHOULD NOT TAXI ANY FURTHER ON THE STOPWAY. I REQUESTED A 180 DEG TURN AND TAXIED TO THE GATE WITHOUT INCIDENT. I DO NOT BELIEVE THAT THE TWR REALIZED THAT WE WERE ALREADY AT THE END OF THE RWY WHEN THEY GAVE US THOSE INSTRUCTIONS. THE STOPWAY AT PSP IS THE SAME SIZE AND COLOR AS THE RWY. DURING THE VISUAL APCH, LIGHTS AND MARKINGS ON THE STOPWAY ARE NOT VISIBLE. THE STOPWAY IS NOT NOTED ON THE ARPT PAGE. IN MY MIND I HAD SEEN THIS AS USABLE RWY. THIS, COMBINED WITH THE FACT THAT PSP HAS AN EXTENSIVE DISPLACED THRESHOLD, LED ME TO BELIEVE THAT I HAD MORE RWY AVAILABLE THAN I ACTUALLY DID. I HAVE LEARNED THAT STRICT ATTN TO THE ARPT LAYOUT IS ESSENTIAL ON EVERY APCH -- EVEN THE EASY ONES.

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.