Narrative:

Executing the ILS approach to runway 28R, on GS and centered up on the localizer, I followed the GS all the way down to the runway. However, upon initiating the flare, the aircraft floated past the touchdown zone a few hundred feet. After touchdown I immediately deployed the thrust reversers while my copilot deployed my speed brakes. Not quite sure how far down the runway I was now, I initially applied only moderate reverse and braking. Then seeing that I was rapidly approaching the end of the runway, I then applied maximum thrust reverse and maximum braking. The aircraft then exited the end of the runway slightly before coming to a stop. After determining that the aircraft did not make contact with anything I then stowed all of my braking devices, added power and proceeded to taxi back onto the runway and taxiway. After having seen the aircraft stop just off the runway, tower asked if we required any assistance and if everything was ok. We replied that we did not require any assistance and that everything was under control. Tower then advised me to stop on the taxiway so that an airport vehicle could come by and inspect the exterior of the aircraft and landing gear. The driver then did a quick visual inspection and advised me that there was no sign of any damage and everything looked normal. Tower then advised me to taxi to parking. Nothing more was communicated about the incident after that. It is my belief that this airport and runway is much too short to have and use an ILS procedure. Following the GS to touch down does not leave much of a margin for stopping, especially if you float through the touchdown zone. Also, this precision approach runway did not seem to have adequate runway lighting and distance markers so as to relate your position on the runway.

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Original NASA ASRS Text

Title: CAPT OF AN SMT EXECUTIVE JET FAILED TO STOP WITHIN THE RWY LENGTH DURING LNDG RESULTING IN GOING OFF THE END OF THE RWY. ARPT ATTENDANT INSPECTED THE ACFT FOR DAMAGE BEFORE IT TAXIED TO PARKING. NO DAMAGE WAS NOTICED. THE RPTING PLT BELIEVES THAT THE RWY WAS TOO SHORT FOR AN ILS RWY.

Narrative: EXECUTING THE ILS APCH TO RWY 28R, ON GS AND CTRED UP ON THE LOC, I FOLLOWED THE GS ALL THE WAY DOWN TO THE RWY. HOWEVER, UPON INITIATING THE FLARE, THE ACFT FLOATED PAST THE TOUCHDOWN ZONE A FEW HUNDRED FEET. AFTER TOUCHDOWN I IMMEDIATELY DEPLOYED THE THRUST REVERSERS WHILE MY COPLT DEPLOYED MY SPD BRAKES. NOT QUITE SURE HOW FAR DOWN THE RWY I WAS NOW, I INITIALLY APPLIED ONLY MODERATE REVERSE AND BRAKING. THEN SEEING THAT I WAS RAPIDLY APCHING THE END OF THE RWY, I THEN APPLIED MAX THRUST REVERSE AND MAX BRAKING. THE ACFT THEN EXITED THE END OF THE RWY SLIGHTLY BEFORE COMING TO A STOP. AFTER DETERMINING THAT THE ACFT DID NOT MAKE CONTACT WITH ANYTHING I THEN STOWED ALL OF MY BRAKING DEVICES, ADDED PWR AND PROCEEDED TO TAXI BACK ONTO THE RWY AND TXWY. AFTER HAVING SEEN THE ACFT STOP JUST OFF THE RWY, TWR ASKED IF WE REQUIRED ANY ASSISTANCE AND IF EVERYTHING WAS OK. WE REPLIED THAT WE DID NOT REQUIRE ANY ASSISTANCE AND THAT EVERYTHING WAS UNDER CTL. TWR THEN ADVISED ME TO STOP ON THE TXWY SO THAT AN ARPT VEHICLE COULD COME BY AND INSPECT THE EXTERIOR OF THE ACFT AND LNDG GEAR. THE DRIVER THEN DID A QUICK VISUAL INSPECTION AND ADVISED ME THAT THERE WAS NO SIGN OF ANY DAMAGE AND EVERYTHING LOOKED NORMAL. TWR THEN ADVISED ME TO TAXI TO PARKING. NOTHING MORE WAS COMMUNICATED ABOUT THE INCIDENT AFTER THAT. IT IS MY BELIEF THAT THIS ARPT AND RWY IS MUCH TOO SHORT TO HAVE AND USE AN ILS PROC. FOLLOWING THE GS TO TOUCH DOWN DOES NOT LEAVE MUCH OF A MARGIN FOR STOPPING, ESPECIALLY IF YOU FLOAT THROUGH THE TOUCHDOWN ZONE. ALSO, THIS PRECISION APCH RWY DID NOT SEEM TO HAVE ADEQUATE RWY LIGHTING AND DISTANCE MARKERS SO AS TO RELATE YOUR POS ON THE RWY.

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.