Narrative:

During an early morning positioning flight from hou-dwh, I landed long from a localizer only approach (no GS available). My perception was that I could make a normal landing, but by the time I felt the mains touch, I was probably nearly 2/3 down the usable runway surface. The approach was my second attempt of the morning at this airport. The first ended in a missed approach due to still being in the clouds at MDA. Since the WX phenomenon was ground fog, I decided to try again, and if unable to land, divert to iah. My passenger were waiting for me at dwh, and as it stood, I was running 15- 20 mins behind schedule due to a late start time which was dictated by my prior evening's duty time. In spite of the first missed approach, I persisted. On the second attempt, I saw the touchdown zone in time to attempt the descent, but could not dissipate my altitude and/or ground speed sufficiently. In retrospect, I feel I was totally focused on landing and accomplishing the mission. A go around (balked landing) would have been my best call, but it never even crossed my mind until I had shut the aircraft down. I stopped about 100 ft short of the end. The long landing resulted in my applying excessive braking and blowing out both tires on the left main landing gear. There was some scraping to a brake fitting, but other than the tires, there was no other damage. It took me what seemed like an eternity to taxi clear on my flat tires. I am thankful that the incident did not have a worse outcome. I am also very ashamed of myself for my decision making and judgement. The overconfidence and 'get it done' attitude very nearly resulted in a severely damaged aircraft and perhaps serious injury/fatality to myself. I am committed to never running that kind of stupid risk again. I got the aircraft stopped, on centerline on the pavement, because I'm a good pilot, and lucky! Had I been a better pilot, I wouldn't have even attempted that landing. Never again.

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Original NASA ASRS Text

Title: PLT OF AN ATX BEECH SUPER KING AIR 200 MADE LONG LNDG RESULTING IN HVY BRAKING THAT CAUSED THE L MAIN 2 TIRES TO OVERHEAT AND BLOW OUT. HE PWRED THE ACFT OFF THE RWY IN SPITE OF THE 2 BLOWN TIRES.

Narrative: DURING AN EARLY MORNING POSITIONING FLT FROM HOU-DWH, I LANDED LONG FROM A LOC ONLY APCH (NO GS AVAILABLE). MY PERCEPTION WAS THAT I COULD MAKE A NORMAL LNDG, BUT BY THE TIME I FELT THE MAINS TOUCH, I WAS PROBABLY NEARLY 2/3 DOWN THE USABLE RWY SURFACE. THE APCH WAS MY SECOND ATTEMPT OF THE MORNING AT THIS ARPT. THE FIRST ENDED IN A MISSED APCH DUE TO STILL BEING IN THE CLOUDS AT MDA. SINCE THE WX PHENOMENON WAS GND FOG, I DECIDED TO TRY AGAIN, AND IF UNABLE TO LAND, DIVERT TO IAH. MY PAX WERE WAITING FOR ME AT DWH, AND AS IT STOOD, I WAS RUNNING 15- 20 MINS BEHIND SCHEDULE DUE TO A LATE START TIME WHICH WAS DICTATED BY MY PRIOR EVENING'S DUTY TIME. IN SPITE OF THE FIRST MISSED APCH, I PERSISTED. ON THE SECOND ATTEMPT, I SAW THE TOUCHDOWN ZONE IN TIME TO ATTEMPT THE DSCNT, BUT COULD NOT DISSIPATE MY ALT AND/OR GND SPD SUFFICIENTLY. IN RETROSPECT, I FEEL I WAS TOTALLY FOCUSED ON LNDG AND ACCOMPLISHING THE MISSION. A GAR (BALKED LNDG) WOULD HAVE BEEN MY BEST CALL, BUT IT NEVER EVEN CROSSED MY MIND UNTIL I HAD SHUT THE ACFT DOWN. I STOPPED ABOUT 100 FT SHORT OF THE END. THE LONG LNDG RESULTED IN MY APPLYING EXCESSIVE BRAKING AND BLOWING OUT BOTH TIRES ON THE L MAIN LNDG GEAR. THERE WAS SOME SCRAPING TO A BRAKE FITTING, BUT OTHER THAN THE TIRES, THERE WAS NO OTHER DAMAGE. IT TOOK ME WHAT SEEMED LIKE AN ETERNITY TO TAXI CLR ON MY FLAT TIRES. I AM THANKFUL THAT THE INCIDENT DID NOT HAVE A WORSE OUTCOME. I AM ALSO VERY ASHAMED OF MYSELF FOR MY DECISION MAKING AND JUDGEMENT. THE OVERCONFIDENCE AND 'GET IT DONE' ATTITUDE VERY NEARLY RESULTED IN A SEVERELY DAMAGED ACFT AND PERHAPS SERIOUS INJURY/FATALITY TO MYSELF. I AM COMMITTED TO NEVER RUNNING THAT KIND OF STUPID RISK AGAIN. I GOT THE ACFT STOPPED, ON CTRLINE ON THE PAVEMENT, BECAUSE I'M A GOOD PLT, AND LUCKY! HAD I BEEN A BETTER PLT, I WOULDN'T HAVE EVEN ATTEMPTED THAT LNDG. NEVER AGAIN.

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.