Narrative:

I misjudged my final approach altitude and airspeed and was approaching a little fast and high. On short final, I knew I was a little high and fast but thought I would touch down about 1/3 of the way down the 6000 ft runway. Shortly after passing the threshold of the runway, I realized that it would be more like about 1/2 way down the runway. I decided to go around. I started retracting the speed brakes and advanced to full throttle a little too fast. Unfortunately, the engines had dropped down to low in RPM and could not take full throttle. They started to compressor stall. I reduced throttle and started to more slowly add throttle. By the time I got the speed brakes retracted and the engines to accept full throttle, I was 2/3 of the way down the runway. The aircraft was still slowing down because the engines had not fully spooled up, the flaps were down and the gear was down. To start to climb I still needed to retract the flaps, wait for the engines to get to full power and accelerate to climb speed. The trees at the end of the runway were getting big and I started to doubt that I would be able to accelerate to climb speed and clear the trees in the distance left. I decided it would be best to make do with what I had left in runway, which was about 2000 ft. At this point I knew I could not stop in the remaining runway, but there was a reasonably long grass overrun area. I overran the end of the runway by about 100 ft. There was no damage to the aircraft, or any other property and no one was hurt. I had 2 opportunities to avoid the situation. First, I knew I was not stabilized on final approach glide path at the proper speed. At 500 ft and not properly stabilized I should have decided to go around. There was no fuel problem and no need to salvage the approach. Second, if I had just stuck with what I had and touched down 1/2 way down the runway, this would have left me 3000 ft to stop. While this would require harder than normal braking I could have easily stopped before the end of the runway. Normally on approach, I get stabilized on glide path and airspeed, set the engines at 16000-17000 RPM and control airspeed with speed brakes. In this confign, the engines can accept immediate full throttle. I maintain this confign until I have the runway is made so gars are not much of a problem. Because I was high and fast on this approach, I had pulled the engines back to idle. I was busy with salvaging the approach and failed to keep in mind that the engines will take much longer than normal to spool up. This aircraft takes longer than most to execute missed approachs. This is because engine spool up times, the need to modulate throttles as engines spool up, all controls are hydraulic and they do not respond very quickly. First you need to retract the speed brakes, then the flaps, and finally the landing gear. The flaps are controled by the l-hand and you need to have your hand on the switch the entire time the flaps are retracting. Thus you cannot be controling the throttles and flaps at the same time. Missed approachs must be planned and commenced earlier than most aircraft. I started missed approach procedures too late.

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Original NASA ASRS Text

Title: AN SMT TWIN JET EXPERIENCES A RWY EXCURSION AT DED, FL.

Narrative: I MISJUDGED MY FINAL APCH ALT AND AIRSPD AND WAS APCHING A LITTLE FAST AND HIGH. ON SHORT FINAL, I KNEW I WAS A LITTLE HIGH AND FAST BUT THOUGHT I WOULD TOUCH DOWN ABOUT 1/3 OF THE WAY DOWN THE 6000 FT RWY. SHORTLY AFTER PASSING THE THRESHOLD OF THE RWY, I REALIZED THAT IT WOULD BE MORE LIKE ABOUT 1/2 WAY DOWN THE RWY. I DECIDED TO GO AROUND. I STARTED RETRACTING THE SPD BRAKES AND ADVANCED TO FULL THROTTLE A LITTLE TOO FAST. UNFORTUNATELY, THE ENGS HAD DROPPED DOWN TO LOW IN RPM AND COULD NOT TAKE FULL THROTTLE. THEY STARTED TO COMPRESSOR STALL. I REDUCED THROTTLE AND STARTED TO MORE SLOWLY ADD THROTTLE. BY THE TIME I GOT THE SPD BRAKES RETRACTED AND THE ENGS TO ACCEPT FULL THROTTLE, I WAS 2/3 OF THE WAY DOWN THE RWY. THE ACFT WAS STILL SLOWING DOWN BECAUSE THE ENGS HAD NOT FULLY SPOOLED UP, THE FLAPS WERE DOWN AND THE GEAR WAS DOWN. TO START TO CLB I STILL NEEDED TO RETRACT THE FLAPS, WAIT FOR THE ENGS TO GET TO FULL PWR AND ACCELERATE TO CLB SPD. THE TREES AT THE END OF THE RWY WERE GETTING BIG AND I STARTED TO DOUBT THAT I WOULD BE ABLE TO ACCELERATE TO CLB SPD AND CLR THE TREES IN THE DISTANCE L. I DECIDED IT WOULD BE BEST TO MAKE DO WITH WHAT I HAD LEFT IN RWY, WHICH WAS ABOUT 2000 FT. AT THIS POINT I KNEW I COULD NOT STOP IN THE REMAINING RWY, BUT THERE WAS A REASONABLY LONG GRASS OVERRUN AREA. I OVERRAN THE END OF THE RWY BY ABOUT 100 FT. THERE WAS NO DAMAGE TO THE ACFT, OR ANY OTHER PROPERTY AND NO ONE WAS HURT. I HAD 2 OPPORTUNITIES TO AVOID THE SIT. FIRST, I KNEW I WAS NOT STABILIZED ON FINAL APCH GLIDE PATH AT THE PROPER SPD. AT 500 FT AND NOT PROPERLY STABILIZED I SHOULD HAVE DECIDED TO GO AROUND. THERE WAS NO FUEL PROB AND NO NEED TO SALVAGE THE APCH. SECOND, IF I HAD JUST STUCK WITH WHAT I HAD AND TOUCHED DOWN 1/2 WAY DOWN THE RWY, THIS WOULD HAVE LEFT ME 3000 FT TO STOP. WHILE THIS WOULD REQUIRE HARDER THAN NORMAL BRAKING I COULD HAVE EASILY STOPPED BEFORE THE END OF THE RWY. NORMALLY ON APCH, I GET STABILIZED ON GLIDE PATH AND AIRSPD, SET THE ENGS AT 16000-17000 RPM AND CTL AIRSPD WITH SPD BRAKES. IN THIS CONFIGN, THE ENGS CAN ACCEPT IMMEDIATE FULL THROTTLE. I MAINTAIN THIS CONFIGN UNTIL I HAVE THE RWY IS MADE SO GARS ARE NOT MUCH OF A PROB. BECAUSE I WAS HIGH AND FAST ON THIS APCH, I HAD PULLED THE ENGS BACK TO IDLE. I WAS BUSY WITH SALVAGING THE APCH AND FAILED TO KEEP IN MIND THAT THE ENGS WILL TAKE MUCH LONGER THAN NORMAL TO SPOOL UP. THIS ACFT TAKES LONGER THAN MOST TO EXECUTE MISSED APCHS. THIS IS BECAUSE ENG SPOOL UP TIMES, THE NEED TO MODULATE THROTTLES AS ENGS SPOOL UP, ALL CTLS ARE HYD AND THEY DO NOT RESPOND VERY QUICKLY. FIRST YOU NEED TO RETRACT THE SPD BRAKES, THEN THE FLAPS, AND FINALLY THE LNDG GEAR. THE FLAPS ARE CTLED BY THE L-HAND AND YOU NEED TO HAVE YOUR HAND ON THE SWITCH THE ENTIRE TIME THE FLAPS ARE RETRACTING. THUS YOU CANNOT BE CTLING THE THROTTLES AND FLAPS AT THE SAME TIME. MISSED APCHS MUST BE PLANNED AND COMMENCED EARLIER THAN MOST ACFT. I STARTED MISSED APCH PROCS TOO LATE.

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.