Pre-Flight and First Sector
During pre-flight preparation, the commander noted that the crosswind at Guernsey would require close monitoring as it would be near the aircraft's crosswind limits. The aircraft departed Guernsey at 16:10 for the first sector to Southampton, with the first officer as pilot flying (PF). On departure, the first officer stated the aircraft was 'difficult to keep straight' on the runway, and moderate turbulence was encountered between 500 and 1,000 feet agl after takeoff. The remainder of the flight was uneventful.
Second Departure and Approach Planning
The aircraft departed Southampton at 17:23 with 50 passengers and 2 kg of freight on board. The commander was pilot flying (PF) and the first officer was pilot not flying (PNF). During cruise, the first officer obtained the latest Guernsey weather: surface wind 170°/19 kt gusting to 32 kt, visibility 5 km in rain, scattered clouds at 600 feet, broken at 800 feet, temperature 11°C, dew point 9°C, QNH 1004 mb, with turbulence and windshear below 200 feet agl.
The commander briefed that he intended to conduct a radar-vectored ILS approach to runway 27 using 26.5° of flap (instead of the usual 40°) for greater aileron control in crosswind, and to add 10 kt to the target threshold speed (TTS).
First Approach and Go-Around
In the final stages of the approach, the aircraft experienced a drift angle of 25° to 30° in turbulent conditions. The aircraft was slightly above the glide path as it crossed the threshold. The commander stated that when over the runway, it was obvious the aircraft would touchdown beyond the normal landing area, so he initiated a go-around. Full power was applied; with a positive rate of climb, landing gear was selected up and flaps retracted to 16°. The aircraft climbed to 1,500 feet, flaps were fully retracted, and the crew received radar vectors for a second ILS approach to runway 27.
Second Approach and Landing
The commander described the second approach as more stable and on the correct 3° glide path. Drift angle was between 30° and 40° from inbound track. The crew had calculated TTS as 96 kt with 40° flap and 106 kt with 26.5° flap; the 40° flap TTS was displayed on the landing data card. ATC cleared the aircraft to land approximately three minutes before touchdown, passing surface wind as '180°/18 kt with the runway surface wet'. Nineteen seconds before touchdown, ATC transmitted wind as '190°/20 kt'.
The first officer stated indicated airspeed (IAS) had been 120 kt 'down the slope' and 110 kt at threshold crossing. The commander stated the aircraft crossed the threshold with 26.5° flap at correct height with projected touchdown point in the normal position. Both pilots stated that during the flare, at a height estimated by the commander between 10 and 15 feet above the runway, the aircraft appeared to float. The commander reduced engine torques to zero. The aircraft descended and touched down, according to the commander, 'a little beyond the normal point, left main wheel first followed by the right and then the nose wheel'.
Several firemen on standby saw the aircraft touchdown opposite the runway fire access road, with 750 to 900 meters of runway remaining.
Ground Roll and Overrun
After touchdown, the commander selected ground fine pitch on both engines. Neither the first officer, the No 1 cabin attendant (seated at the rear), nor several passengers were aware of normal aerodynamic braking noise from the propellers. The first officer selected flaps up and, with the commander having called 'your stick', applied full left (into wind) aileron. It is normal for the PNF to call '5 lights, TGTs stable and flaps traveling'; the first officer recalled seeing five lights but did not make that call.
The commander applied full right rudder and braking, applying maximum braking on the right side to keep the aircraft straight. The first officer described the commander as 'standing up in his seat' while applying full right rudder. The crew felt the aircraft was 'skidding or floating with ineffective brakes'. The first officer did not assist with braking.
Sixteen seconds into the ground roll, the aircraft started to turn uncontrollably to the left. Realizing the aircraft would leave the paved surface, the commander instructed the first officer to transmit a 'Mayday' message. The aircraft overran the end of the runway and entered grass to the left of the extended centerline at a speed estimated by the crew as 60 kt. It then impacted and crossed a narrow earth bank before stopping in an adjacent field.