Narrative:

Winds were gusty and across the runway. A normal approach to the runway was made, but during the flare, the aircraft ballooned, after which a normal touchdown was made between 1/3 - 1/2 the length of the runway. After touchdown, I did not get the power levers into reverse thrust. It seemed at the time that the power levers were stuck or binding. I considered a go around, and even advanced the power levers (the propeller controls were already at maximum), but during power lever advancement, I became concerned about the length of runway remaining, pulled the power levers back, and attempted to stop the aircraft on the remaining runway. The aircraft overran the end of the runway by about the length of the aircraft. The only damage to the aircraft was blown tires. The main gear tires were replaced, and the aircraft was flown to its home base without incident. Since it turned out that no defect in the power levers was found, my conclusion is that in haste to get the propellers into reverse, I pulled the levers before lifting them far enough to allow movement from idle to beta and on to reverse. After failure to attain reverse thrust, an immediate decision should have been made to either leave the levers at flight idle and stop the aircraft using brakes only, or immediately apply maximum power and begin the go around, rather than being indecisive. It should be taught to all pilots in training to analyze a situation, and immediately take action without delay.

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Original NASA ASRS Text

Title: BE200 PLT LANDED WITH GUSTY XWINDS, BALLOONED, LOST ACFT CTL, AND WENT OFF THE END OF THE RWY.

Narrative: WINDS WERE GUSTY AND ACROSS THE RWY. A NORMAL APCH TO THE RWY WAS MADE, BUT DURING THE FLARE, THE ACFT BALLOONED, AFTER WHICH A NORMAL TOUCHDOWN WAS MADE BTWN 1/3 - 1/2 THE LENGTH OF THE RWY. AFTER TOUCHDOWN, I DID NOT GET THE PWR LEVERS INTO REVERSE THRUST. IT SEEMED AT THE TIME THAT THE PWR LEVERS WERE STUCK OR BINDING. I CONSIDERED A GAR, AND EVEN ADVANCED THE PWR LEVERS (THE PROP CTLS WERE ALREADY AT MAX), BUT DURING PWR LEVER ADVANCEMENT, I BECAME CONCERNED ABOUT THE LENGTH OF RWY REMAINING, PULLED THE PWR LEVERS BACK, AND ATTEMPTED TO STOP THE ACFT ON THE REMAINING RWY. THE ACFT OVERRAN THE END OF THE RWY BY ABOUT THE LENGTH OF THE ACFT. THE ONLY DAMAGE TO THE ACFT WAS BLOWN TIRES. THE MAIN GEAR TIRES WERE REPLACED, AND THE ACFT WAS FLOWN TO ITS HOME BASE WITHOUT INCIDENT. SINCE IT TURNED OUT THAT NO DEFECT IN THE PWR LEVERS WAS FOUND, MY CONCLUSION IS THAT IN HASTE TO GET THE PROPS INTO REVERSE, I PULLED THE LEVERS BEFORE LIFTING THEM FAR ENOUGH TO ALLOW MOVEMENT FROM IDLE TO BETA AND ON TO REVERSE. AFTER FAILURE TO ATTAIN REVERSE THRUST, AN IMMEDIATE DECISION SHOULD HAVE BEEN MADE TO EITHER LEAVE THE LEVERS AT FLT IDLE AND STOP THE ACFT USING BRAKES ONLY, OR IMMEDIATELY APPLY MAX PWR AND BEGIN THE GAR, RATHER THAN BEING INDECISIVE. IT SHOULD BE TAUGHT TO ALL PLTS IN TRAINING TO ANALYZE A SIT, AND IMMEDIATELY TAKE ACTION WITHOUT DELAY.

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.