ERA24LA012 · Beech 300 UNDESIGNAT

The pilot performed a visual approach to the runway in calm wind conditions with the flaps extended halfway (approach flaps). Flight track information indicated that the airplane was fast crossing the runway displaced threshold, and touched down with about 4,000 ft of runway remaining at a speed about 135 knots (kts), which was 19 kts above the highest published approach speed for the airplane’s gross weight at the time of landing. The pilot reported that, after touchdown, he moved the power levers into the ground fine position to help slow the airplane, but he did not feel the “normal deceleration.” He applied the brakes and then “stood on the brakes,” adding that he did not feel the tires sliding, then applied maximum reverse thrust in an attempt to bring the airplane to a stop on the runway. The airplane rolled past the departure end of the runway, onto a displaced threshold, and then into the engineered material arresting system past the departure end of the runway. During the runway excursion, the nose landing gear wheel assembly separated and the right engine was displaced from its normal position. Postaccident examination revealed that one tire on each main landing gear exhibited flat-spotting through the tread, consistent with a sliding tire. Although the pilot commanded the propeller blade angle to move less than the flight idle low pitch stop setting during the landing roll, the propeller blades could not move to this position until the airplane slowed to about 100 kts or less, which did not occur until the airplane was more than 3,400 ft down the 5,000-ft-long runway. At speeds above 100 kts, the propeller was governed by the constant speed unit, which will not allow the pilot to command ground fine or reverse thrust settings. Thus, there were no systems failures or malfunctions that prevented movement of the propeller blades to ground fine or reverse. The application of full reverse thrust when the airplane was likely greater than 100 kts indicated airspeed likely further increased the required stopping distance by adding engine power and thrust in the forward direction. The added forward thrust, combined with the flat-spotting of several tires during the landing roll, likely cumulatively increased the required landing roll distance, resulting in insufficient runway remaining to avoid a runway overrun.

Verbatim NTSB analysis and probable cause from the NTSB dataset