Narrative:

150 NM out of teb; asked sic to check ATIS. ATIS reporting winds 320 degrees at 26 KTS gusting to 37 KTS. No adverse braking conditions reported. Closer to the airport; at 3000 ft MSL and below; experienced moderate to severe turbulence and radio communications became difficult. On final approach to runway 1 (7000 ft); requested a wind check. Tower advised wind 320 degrees at 27 KTS gusting to 38 KTS. Flew the final at vref +25 KTS; slowing to vref +15 KTS over the threshold; with flaps at 25 degrees; to account for the 50 degree gusting crosswind. Aircraft touched down no further than 25 ft northeast of the touchdown zone at vref +10 KTS. Immediately called for full flaps and activated lift dump. Braking at that point felt normal. About 1/2 way down the runway; the aircraft began to feel like it was accelerating; rather than slowing. The antiskid began to work; with the aircraft yawing very slightly from left to right. It appeared that the aircraft would stop by the end of the runway; but the aircraft did not decelerate normally; and went off the end of the runway at a speed of approximately 30-40 KTS. There was no significant damage and no injuries. This was an incident; not an accident. After being cleared from the area; the crew were advised that a g-iii had made 2 missed approachs at about the same time due to turbulence and gusting winds. We were also advised at that time that braking on the first 1/2 of the runway was being reported as good; but that there were patches of ice on the second 1/2 of the runway. I believe that I was the victim of unforecast and unrpted significant windshear which added a significant downwind component to my ground speed shortly after touchdown. Since I was already carrying some additional speed as the result of my proper gusting crosswind technique; the switch from a quartering headwind to a tailwind altered the stopping distance to such an extent that a controled stop on the runway was not possible at that moment. It is also possible that I may have hit a patch of ice on the second 1/2 of the runway which reduced the effectiveness of braking.

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Original NASA ASRS Text

Title: A BAE146-700 AFTER LNDG IN HIGH GUSTING XWINDS AND POSSIBLY A TAILWIND ON TOUCHDOWN; OVERRAN THE RWY END IN PATCHY ICE.

Narrative: 150 NM OUT OF TEB; ASKED SIC TO CHK ATIS. ATIS RPTING WINDS 320 DEGS AT 26 KTS GUSTING TO 37 KTS. NO ADVERSE BRAKING CONDITIONS RPTED. CLOSER TO THE ARPT; AT 3000 FT MSL AND BELOW; EXPERIENCED MODERATE TO SEVERE TURB AND RADIO COMS BECAME DIFFICULT. ON FINAL APCH TO RWY 1 (7000 FT); REQUESTED A WIND CHK. TWR ADVISED WIND 320 DEGS AT 27 KTS GUSTING TO 38 KTS. FLEW THE FINAL AT VREF +25 KTS; SLOWING TO VREF +15 KTS OVER THE THRESHOLD; WITH FLAPS AT 25 DEGS; TO ACCOUNT FOR THE 50 DEG GUSTING XWIND. ACFT TOUCHED DOWN NO FURTHER THAN 25 FT NE OF THE TOUCHDOWN ZONE AT VREF +10 KTS. IMMEDIATELY CALLED FOR FULL FLAPS AND ACTIVATED LIFT DUMP. BRAKING AT THAT POINT FELT NORMAL. ABOUT 1/2 WAY DOWN THE RWY; THE ACFT BEGAN TO FEEL LIKE IT WAS ACCELERATING; RATHER THAN SLOWING. THE ANTISKID BEGAN TO WORK; WITH THE ACFT YAWING VERY SLIGHTLY FROM L TO R. IT APPEARED THAT THE ACFT WOULD STOP BY THE END OF THE RWY; BUT THE ACFT DID NOT DECELERATE NORMALLY; AND WENT OFF THE END OF THE RWY AT A SPD OF APPROX 30-40 KTS. THERE WAS NO SIGNIFICANT DAMAGE AND NO INJURIES. THIS WAS AN INCIDENT; NOT AN ACCIDENT. AFTER BEING CLRED FROM THE AREA; THE CREW WERE ADVISED THAT A G-III HAD MADE 2 MISSED APCHS AT ABOUT THE SAME TIME DUE TO TURB AND GUSTING WINDS. WE WERE ALSO ADVISED AT THAT TIME THAT BRAKING ON THE FIRST 1/2 OF THE RWY WAS BEING RPTED AS GOOD; BUT THAT THERE WERE PATCHES OF ICE ON THE SECOND 1/2 OF THE RWY. I BELIEVE THAT I WAS THE VICTIM OF UNFORECAST AND UNRPTED SIGNIFICANT WINDSHEAR WHICH ADDED A SIGNIFICANT DOWNWIND COMPONENT TO MY GND SPD SHORTLY AFTER TOUCHDOWN. SINCE I WAS ALREADY CARRYING SOME ADDITIONAL SPD AS THE RESULT OF MY PROPER GUSTING XWIND TECHNIQUE; THE SWITCH FROM A QUARTERING HEADWIND TO A TAILWIND ALTERED THE STOPPING DISTANCE TO SUCH AN EXTENT THAT A CTLED STOP ON THE RWY WAS NOT POSSIBLE AT THAT MOMENT. IT IS ALSO POSSIBLE THAT I MAY HAVE HIT A PATCH OF ICE ON THE SECOND 1/2 OF THE RWY WHICH REDUCED THE EFFECTIVENESS OF BRAKING.

Data retrieved from NASA's ASRS site as of January 2009 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.