20250801018109A

Pilot statement:

I took off from paka at approximately 3:15PM with 8X sob and 300LBS cargo. I reported my position abeam hope, Alaska with anc app (126.4), and requested flight following into mri on the campbell arrival.

About 4 miles south of the campbell airstrip, anc app reported conflicting traffic at 1200FT abeam campbell airstrip and directed me to contact mri twr (126.0). I contacted mri twr and advised that I was searching for the traffic, and that I was inbound. Mri twr cleared me for a straight-in to rwy 34.

Though I had planned my descent to arrive at campbell airstrip at 1200FT (iaw campbell arrival procedures), I made the decision to maintain 1400FT and make a turn towards rwy 34 in an effort to avoid the on-coming traffic and to comply with the campbell arrival. Once clear of the traffic, I descended to 1200FT until crossing tudor rd. however, this put me in a position where I found myself higher and faster than I wanted to be as I approached rwy 34.

At 150KIAS, I placed the flaps to to/app, and reduced the power to idle. The aircraft did not slow or descend as quickly as I had hoped. I continued the approach, placed the flaps to landing at approximately 120KIAS. However, I still found myself at about 800FT just inside tudor road at approximately 1 ½ NM from the approach end of rwy 34 and approximately 115KIAS. I induced a slip in an effort to reduce the steepness of my approach, and successfully reduced the angle to roughly 3 degrees approaching the threshold. However, my efforts had not reduced the airspeed, and I crossed the threshold at approximately 105KIAS. I flared the aircraft normally, and floated approximately ½ down the runway before touching down at approximately 75KIAS. At touchdown, I initiated the stopping procedure. The throttle was moved into reverse, the flaps were raised, and the condition lever was moved to ground idle. Brakes were applied, but it was clear very quickly that I was not going to stop within the confines of the runway or overrun.

Once I had departed the end of the overrun, the aircraft was on the grass, and the brakes were very ineffective. I realized that I was going to shoot through the fence and onto 5th avenue, so I focused my attention on attempting to steer the aircraft through a gap in the traffic (which was extremely heavy at 4PM on a Friday). Miraculously, the aircraft missed all of the vehicles traveling both directions on 5th avenue, and continued into the open field on the other side from the runway.

The aircraft finally came to a stop about 200 feet into the field. I placed the condition lever to cut-off, made a quick call on the radio to Merrill tower, then shut-off the electrical power. I next asked the passengers if they were all “alright”. All indicated that they were, so I asked them to remain in their seats until I could open the door. I evacuated the aircraft (and directed my helper to evacuate), I retrieved and installed the tail-stand, then opened the pax door. I assisted all the pax as they evacuated the aircraft. I asked my help to usher the pax to a clear area about 100 feet behind and to the RH side of the aircraft. I ran back to the cockpit to close the fuel valves, install the control-lock and place any switches in the proper position for shut-down.

About this time, fire services and police appeared and approached. They first inquired about the condition of all personnel. I asked the paramedics to check my pax, and requested they take the pax to the Alaska air transit offices. They did so, and did not initially determine any injuries in the pax. I later learned that one of the elderly pax had been taken to the hospital for further evaluation, but was released with no injuries the next day. I remained with the aircraft until aat personnel arrived to unload the pax bags. I helped unload the bags, then rode to beacon services with a fellow pilot to provide drug and alcohol testing.