Narrative:

Factors affecting the quality of human performance: visual illusions associated with extremely dark night and heavy rainfall. The effect is actual altitude over runway is different from perceived altitude over the runway. Also an important contributing factor: workload from WX, windshear, 12 hour duty day, 9 prior flts that day. Left controled surface during landing rollout, possibly due to reduced braking in heavy wind and heavy rain. Exceeded landing surface by approximately 5 ft on runway 7 at ZZZ. Ceilings, wind speed/wind direction were in limits, but changing, were changing back and forth: quartering wind, tailwind, crosswind, 200 degrees at 7 KTS, gusting 11 KTS to 19 KTS, but generally less and within limits. This was my second ILS runway 7 to ZZZ. The first approach a few moments earlier was an ILS runway 7 circle to runway 25, followed by a missed approach due to ceilings dropping. ILS runway 7 was normal approach and touchdown, except windshield wiper stopped directly in my line of sight, but I felt safe. I still had 2500 ft approximately, to the best of my knowledge. Upon touchdown, I felt like I got a huge gust of wind. But I felt I could slow down safely -- left then right quartering tailwind unknown speed. Over the field, the wind and rain became worse on or near touchdown -- beyond a point when a go around would be safe. I gradually increased braking to maximum using ground five as per regulation, but did not slow efficiently. Proper rudder and aileron controls were used into the wind. Maximum braking was used with no hydroplaning, and centerline was maintained. Although ASOS called 10 mi visibility, we temporarily had visibility reduced to nil in heavy rain. In the last 50 ft, I used maximum reverse, but it was not efficient due to slower speed. Aircraft came to rest 5 ft from runway 25 threshold. Aircraft was not moved. Passenger were aware of why I did not move and were very calm. Normal shutdown and normal deplaning of passenger, carry-on's and checked bags. No emergency declared. No damage to aircraft or runway. No injuries. Aircraft tires came to rest off runway with tail over runway 25 threshold markings. WX gradually became an important factor, and it deteriorated rapidly on short final. The burst of heavy rain occurred on the field. The visibility gradually became worse as I covered more and more distance. Toward the end, I focused strictly on maintaining runway centerline, one stripe at a time, while using maximum rudder, aileron and braking. Supplemental information from acn 612456: the winds had shifted to a crosswind so the captain decided to go straight in. The approach was good again and we broke out at decision altitude. The first thing I saw was the PAPI's all white so I knew we were high. It was raining very hard so I hit the windshield wipers. I noticed we were running out of runway very fast so I said, 'you're out of runway, go missed.' the captain continued and planted the plane fairly hard. By the time I looked up we only had a few hundred feet of runway left and I just said 'reverse, reverse.' by that time, it was too late and we were off the runway about 25 ft. Looking back on it, we must have had a tailwind and we were high and fast and that's why it happened.

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Original NASA ASRS Text

Title: RWY EXCURSION BY A BE1900 FLT AFTER AN ILS APCH IN AN EXTREMELY DIFFICULT ENVIRONMENT AT ZZZ, US.

Narrative: FACTORS AFFECTING THE QUALITY OF HUMAN PERFORMANCE: VISUAL ILLUSIONS ASSOCIATED WITH EXTREMELY DARK NIGHT AND HVY RAINFALL. THE EFFECT IS ACTUAL ALT OVER RWY IS DIFFERENT FROM PERCEIVED ALT OVER THE RWY. ALSO AN IMPORTANT CONTRIBUTING FACTOR: WORKLOAD FROM WX, WINDSHEAR, 12 HR DUTY DAY, 9 PRIOR FLTS THAT DAY. LEFT CTLED SURFACE DURING LNDG ROLLOUT, POSSIBLY DUE TO REDUCED BRAKING IN HVY WIND AND HVY RAIN. EXCEEDED LNDG SURFACE BY APPROX 5 FT ON RWY 7 AT ZZZ. CEILINGS, WIND SPD/WIND DIRECTION WERE IN LIMITS, BUT CHANGING, WERE CHANGING BACK AND FORTH: QUARTERING WIND, TAILWIND, XWIND, 200 DEGS AT 7 KTS, GUSTING 11 KTS TO 19 KTS, BUT GENERALLY LESS AND WITHIN LIMITS. THIS WAS MY SECOND ILS RWY 7 TO ZZZ. THE FIRST APCH A FEW MOMENTS EARLIER WAS AN ILS RWY 7 CIRCLE TO RWY 25, FOLLOWED BY A MISSED APCH DUE TO CEILINGS DROPPING. ILS RWY 7 WAS NORMAL APCH AND TOUCHDOWN, EXCEPT WINDSHIELD WIPER STOPPED DIRECTLY IN MY LINE OF SIGHT, BUT I FELT SAFE. I STILL HAD 2500 FT APPROX, TO THE BEST OF MY KNOWLEDGE. UPON TOUCHDOWN, I FELT LIKE I GOT A HUGE GUST OF WIND. BUT I FELT I COULD SLOW DOWN SAFELY -- L THEN R QUARTERING TAILWIND UNKNOWN SPD. OVER THE FIELD, THE WIND AND RAIN BECAME WORSE ON OR NEAR TOUCHDOWN -- BEYOND A POINT WHEN A GAR WOULD BE SAFE. I GRADUALLY INCREASED BRAKING TO MAX USING GND FIVE AS PER REG, BUT DID NOT SLOW EFFICIENTLY. PROPER RUDDER AND AILERON CTLS WERE USED INTO THE WIND. MAX BRAKING WAS USED WITH NO HYDROPLANING, AND CTRLINE WAS MAINTAINED. ALTHOUGH ASOS CALLED 10 MI VISIBILITY, WE TEMPORARILY HAD VISIBILITY REDUCED TO NIL IN HVY RAIN. IN THE LAST 50 FT, I USED MAX REVERSE, BUT IT WAS NOT EFFICIENT DUE TO SLOWER SPD. ACFT CAME TO REST 5 FT FROM RWY 25 THRESHOLD. ACFT WAS NOT MOVED. PAX WERE AWARE OF WHY I DID NOT MOVE AND WERE VERY CALM. NORMAL SHUTDOWN AND NORMAL DEPLANING OF PAX, CARRY-ON'S AND CHKED BAGS. NO EMER DECLARED. NO DAMAGE TO ACFT OR RWY. NO INJURIES. ACFT TIRES CAME TO REST OFF RWY WITH TAIL OVER RWY 25 THRESHOLD MARKINGS. WX GRADUALLY BECAME AN IMPORTANT FACTOR, AND IT DETERIORATED RAPIDLY ON SHORT FINAL. THE BURST OF HVY RAIN OCCURRED ON THE FIELD. THE VISIBILITY GRADUALLY BECAME WORSE AS I COVERED MORE AND MORE DISTANCE. TOWARD THE END, I FOCUSED STRICTLY ON MAINTAINING RWY CTRLINE, ONE STRIPE AT A TIME, WHILE USING MAX RUDDER, AILERON AND BRAKING. SUPPLEMENTAL INFO FROM ACN 612456: THE WINDS HAD SHIFTED TO A XWIND SO THE CAPT DECIDED TO GO STRAIGHT IN. THE APCH WAS GOOD AGAIN AND WE BROKE OUT AT DECISION ALT. THE FIRST THING I SAW WAS THE PAPI'S ALL WHITE SO I KNEW WE WERE HIGH. IT WAS RAINING VERY HARD SO I HIT THE WINDSHIELD WIPERS. I NOTICED WE WERE RUNNING OUT OF RWY VERY FAST SO I SAID, 'YOU'RE OUT OF RWY, GO MISSED.' THE CAPT CONTINUED AND PLANTED THE PLANE FAIRLY HARD. BY THE TIME I LOOKED UP WE ONLY HAD A FEW HUNDRED FEET OF RWY LEFT AND I JUST SAID 'REVERSE, REVERSE.' BY THAT TIME, IT WAS TOO LATE AND WE WERE OFF THE RWY ABOUT 25 FT. LOOKING BACK ON IT, WE MUST HAVE HAD A TAILWIND AND WE WERE HIGH AND FAST AND THAT'S WHY IT HAPPENED.

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.