Synopsis
According to postaccident written statements from both pilots, the pilot-in-command (PIC) was the pilot flying and the copilot was the pilot monitoring. The airplane approached Dare County Regional Airport (MQI), Manteo, North Carolina, under visual flight rules.
Weather and Approach
The copilot obtained current weather from the automated system: wind 350° at 4 knots, visibility 1.5 miles in heavy rain, broken ceiling at 400 feet. The copilot noted that weather had deteriorated from earlier reports. The PIC stated they would fly one approach to assess conditions and divert if necessary. Both pilots expected and received a GPS approach to runway 23 with a circle-to-land on runway 5.
Flight Profile
The airplane initially approached fast; the copilot could not deploy approach flaps when requested because airspeed exceeded the flap operating range. The PIC slowed the airplane, and flaps were extended to the approach setting. The PIC overshot an intersection but corrected, arriving on course about 1 mile prior to the initial approach fix. The airplane crossed the final approach fix on speed (Vref 104 knots) at the appropriate altitude with flaps and landing gear extended. The copilot completed the approach and landing checklist silently, per the PIC's preference.
Landing Decision
The PIC decided against circling to land due to low ceiling, stating that landing on runway 23 was suitable because the wind was at a 90° angle with no tailwind. However, a tailwind component of about 2 knots existed; the pilot later acknowledged a tailwind about 20° behind the right wing. The copilot sighted the runway about 200 feet above the minimum descent altitude (440 feet above the runway). When the PIC stated the airplane was high about 300 feet above the runway, the copilot mentally prepared for a go-around, but neither pilot called for one.
Touchdown and Overrun
The airplane touched down at 100 knots between the 1,000-foot marker and the runway intersection, approximately 1,200 feet beyond the approach end of the 4,305-foot-long runway. Speed brakes, thrust reversers, and brakes were applied immediately after nose gear touchdown and functioned properly, but the airplane departed the runway end at about 40 knots. Enhanced ground proximity warning system data showed touchdown at 1,205 feet beyond the approach end at a ground speed of 127 knots.
Performance Analysis
Manufacturer data indicated that for the estimated landing weight, required landing distances were: 2,290 feet on a dry runway, 3,550 feet on a wet runway, and 5,625 feet on a runway with 0.125 inch of standing water. A note stated that landings on precipitation-covered runways with any tailwind are not recommended; if unavoidable, distances should be multiplied (wet: 3,798 feet; standing water: 6,356 feet). These distances assume a normal approach at Vref, touchdown 840 feet from threshold, no wind. The aircraft touched down 23 knots above Vref and more than 1,200 feet down the wet runway, leaving about 3,100 feet to stop. Manufacturer calculations indicated about 2,710 feet of ground roll required at Vref; longer at higher speeds. Although a 2-knot crosswind existed, the excessive airspeed had a much larger effect.
Probable Cause
The pilot-in-command's failure to maintain proper airspeed and his failure to initiate a go-around, which resulted in the airplane touching down too fast on a short, wet runway and a subsequent runway overrun. Contributing to the accident was the copilot's failure to adequately monitor the approach and call for a go-around and the flight crew's lack of proper crew resource management.