Runway Overrun at Killeen-Taylor Municipal Airport (N353SB)

Approach and Landing Conditions The captain was the pilot flying for a night landing on runway 01 in instrument meteorological conditions. The weather included a right crosswind from 110 degrees at 14 knots gusting 18 knots, drizzle, and a wet runway. The flight crew set the landing approach speed (Vref) at 122 knots and the approach speed (Vapp) at 128 knots. ## Autopilot Disconnect and Deviation DFDR data showed the aircraft on autopilot as it passed the middle marker at 200 feet AGL at 130 knots on the ILS approach. About three seconds after the first officer called “runway in sight twelve o’clock,” the captain disconnected the autopilot at a radio altitude of 132 feet and a heading of approximately 18 degrees. Within about 11 seconds after the disconnect, glideslope and localizer deviation increased. The first officer then called “runway over there.” ## Touchdown and Overrun About five seconds before touchdown, the aircraft rolled right, then left, then right. DFDR-based performance calculations showed the aircraft crossed the threshold at 35 feet altitude and 130 knots. It touched down 2,802 feet from the approach end of the 5,495-foot runway, which had an 844-foot displaced threshold, at 125 knots and a heading of 10 degrees. The aircraft overran the runway and struck a ditch 175 feet beyond the departure end. ## Braking and Runway Safety Area Landing roll calculations showed a ground roll of 2,693 feet after touchdown: 1,016 feet before braking was initiated and 1,677 feet after braking until the aircraft exited the pavement. Saab stated that, for a wet runway, the aircraft would have needed 1,989 feet from braking initiation to stop completely. The American Eagle Airlines, Inc., FAA-approved aircraft operating manual emphasized stabilized approaches on contaminated runways, a desired touchdown point 1,000 feet from the approach end, crossing the threshold at Vapp, bleeding off speed to land near Vref minus 5, using reverse if needed, and applying maximum steady brake pressure on wet runways. ## Airport History and RSA Issues In 1992, the City of Killeen proposed extending the north end of runway 01 by 194 feet. The FAA initially disapproved the proposal partly because the extension would reduce the runway safety area (RSA), which was already shorter than the recommended 1,000 feet for a 14 CFR Part 139 certificated airport. The proposal was later approved, and a drainage ditch was installed in the north RSA, perpendicular to the runway and about 175 feet north of the departure end. The airport received FAA Part 139 certification in 1993. FAA airport certification inspection reports from 1998 and 1999 noted the inadequate RSA, but subsequent letters of correction to the City of Killeen did not mention the RSA. ## Post-Accident Findings After the accident, the FAA flight-checked the ILS for runway 01 and found all components operating within prescribed tolerances. Examination of the aircraft found no anomalies that would have prevented it from operating per design before it departed the runway and struck the ditch.