Incident Overview
On September 24, 2025, at 2117 eastern daylight time, a CommuteAir Embraer EMB-145XR, registration N21129, operating as United Express flight 4339, experienced a runway excursion while landing at Roanoke-Blacksburg Regional Airport (ROA) in Roanoke, Virginia. The airplane overran the end of runway 34 and came to rest in the engineered materials arresting system (EMAS). There were no injuries to the three crew members or 50 passengers, and the airplane sustained no damage. The scheduled domestic passenger flight was conducted under Title 14 Code of Federal Regulations Part 121 from Washington Dulles International Airport (IAD) to ROA.
Flight Details
The flight was the second leg of day four of a four-day rotation and the first leg on the incident airplane. Prior to departure, the airplane had to be deplaned twice for maintenance-related anomalies. After boarding for a third time, the flight crew reviewed the weather and briefed the thunderstorms approaching ROA. The airplane pushed back approximately two and a half hours after the scheduled departure time.
En route, the flight crew reviewed the Automatic Terminal Information Services (ATIS) weather information for ROA. The ATIS reported calm winds, no precipitation, a cloud ceiling of 15,000 feet, and that runway 6 was in use. The captain, who was the pilot flying, briefed the localizer approach to runway 6. The first officer (FO), who was the pilot monitoring, suggested reviewing the landing performance details for a wet runway or a runway condition code (RCC) of 5, but the captain declined because the ATIS did not report precipitation.
During descent, the flight crew checked in with approach control and was informed of precipitation along the approach path to runway 6 and that other aircraft were using runway 34 for landing. The captain requested that the FO set up the instrument landing system (ILS) approach to runway 34 and brief the approach. The FO set up the ILS runway 34 approach, briefed the approach changes, and monitored the weather radar.
Sequence of Events
After turning on final approach, the flight crew observed the runway and heard the previous landing aircraft report marginal visibility and bumpy conditions. During the approach, the rain intensity increased, and the captain requested that the FO run the performance calculation for landing on a wet runway with a RCC of 5. The FO ran the performance calculations and determined that they would have a margin of approximately 200 feet more than was required, without using thrust reversers. The captain briefed the go-around procedures and stated that they would divert to Piedmont Triad International Airport (GSO) if they executed a go-around.
On short final, the rain intensity increased, and the captain requested windshield wipers at high. As the airplane descended below 500 feet, the FO observed that they were high on the precision approach path indicator (PAPI) and then observed the captain correcting the flight path, but the FO recalled they were still high as the airplane crossed the threshold. After crossing the runway markings, the FO called for a go-around, but the captain continued. About halfway down the runway, the FO called for a go-around a second time, but the captain continued.
The airplane touched down, and the flight crew applied maximum braking and deployed the engine thrust reversers. The airplane overran the end of the runway and came to rest in the EMAS. The FO attempted to communicate with air traffic control (ATC), but the communications button had disengaged. After re-engaging the communications button, the FO coordinated with ATC and contacted the flight attendant (FA). The FA verified that there were no injuries. The flight crew completed the emergency evacuation checklist and prepared for an evacuation. Airport rescue firefighting (ARFF) personnel boarded the airplane and assisted with evacuating passengers down a ladder.
Investigation
As part of the investigative process, the NTSB invited qualified parties to participate, including the Federal Aviation Administration, CommuteAir, and the Air Line Pilots Association. In accordance with Annex 13 to the Convention on International Civil Aviation, an Accredited Representative from Brazil (the state of manufacture) was appointed, with Embraer as technical advisor. The flight data recorder and cockpit voice recorder were sent to the NTSB Vehicle Recorder Laboratory in Washington, DC. NTSB specialists were assigned in the areas of Cockpit Voice Recorder, Flight Data Recorder, Airports, Meteorology, Air Traffic Control, and Operational and Human Factors. The investigation is ongoing.