20061006025869I

(-23) On Friday, October 6, 2006, at approximately 2201(l), B-1900D, N255GL, sce flight #76, with 20 passengers (19 adults and 1 infant), while landing at kvgt, overran the end of runway 12R. There were no injuries to the passengers and crew, but there was damage to the aircraft propeller and tires, and runway light. The chdo was not notified until on Monday, October 9. Sce flight #76 was dispatched from merced, CA (kmce) to kvgt as an IFR flight on a domestic release. The do asserts that the flight was dispatched per flight operations manual and dispatch procedures manual standard operating procedures. The SIC was also a line qualified BE-1900 pilot-in-command. The departure and enroute segments of the flight were reportedly uneventful. Just before the incident flight landed, the ASOS reported the winds as 180 deg at 5 KTS. These winds were well within the limits of the B-1900D for runway 12R and the given aircraft configuration and weight, and temperature. The sky conditions were clear and the visibility was 10+ sm. The SIC states that at approximately two miles out on final approach the aircraft was slightly high and at vref +15 KIAS. The PIC was the flying pilot. The SIC called this deviation out to the PIC and the PIC acknowledged, but the PIC never corrected the deviation. At some point between short-final and passing over the threshold, the PIC lowered the nose slightly to get back on glideslope, thus most likely increasing the airspeed somewhat. Both the PIC and SIC state that the aircraft crossed the threshold at vref +10. The aircraft floated, or rather was allowed to float a considerable distance down the 5000' runway, approximately 1/2+ the available runway length, touching down approximately 2900 feet from the rwy approach end at taxiway "h"; this was verified by both the PIC and SIC, and two kvgt airport employees who witnessed the landing. At this point, the remaining stopping distance available was approximately 2100 feet. The SIC states that as the aircraft floated down the runway that he advised the PIC that he (PIC) was long, I.e., landing long. The PIC acknowledged and continued to land the aircraft. The SIC did not advise the PIC that a go-around should be initiated and the PIC did not initiate a go-around. Upon touchdown, the PIC immediately applied maximum reverse thrust and braking. At a point approximately 300 feet from the end of the runway, the PIC asked for the SIC to help with the braking; the SIC then also applied maximum braking. The aircraft is not equipped with an anti-skid system, thus all four main wheels locked up at some point. The aircraft then began to veer off to the left slightly, eventually straightening out, and continuing to slow down. The aircraft exited the end of the runway, on the left side, and stopping approximately an aircraft's length on the hard surface of the overrun area. As the aircraft passed the end of the runway, the left propeller and left main gear came in contact with a runway-end identifier light. The light was destroyed and two of the four propeller blades were damaged. During the maximum braking, 3 of the 4 main tires were flat-spotted. The light, propeller, and tires all needed to be replaced. The PIC then continued to taxi to the ramp and deplane the passengers. The crew had noticed the flat-spotted tires while taxiing to the ramp area and the damage to the propeller during the post-flight walk-around. The PIC entered the mechanical discrepancies in the aircraft logbook per normal company procedures, advised the dispatcher of the incident, and the PIC and SIC submitted company aviation safety reports (ASRS). (Note: due to the aircraft and aircraft logs not being available at the time this report was prepared, the airframe hours and cycles presented in block 13 are approximations).