BEECHJET 400 FLT CREW LANDS SHORT OF THE RWY AT RCR.

Narrative

WHILE ON A VISUAL APCH TO RCR ARPT RWY 11 A NORMAL L HAND PATTERN WAS EXECUTED WITH A TURN TO FINAL APCH ON THE GS AS INDICATED BY THE PAPI. THE PWR AND PITCH TRIM WAS ADJUSTED AND SET FOR THE REF SPD CALCULATED FOR THE ACFT'S LNDG WT. WHILE PASSING 500 FT AGL THE ACFT WAS STABILIZED ON SPD AND GS. TO THE BEST OF MY KNOWLEDGE WE MAINTAINED ADEQUATE SPD AND BEGAN TO SETTLE SLIGHTLY BELOW THE GS. FOLLOWING PROC I REDUCED THE THRUST TO IDLE AT 50 FT ABOVE THE GND AND THE ACFT SEEMED TO SETTLE AS I RELEASED SOME BACK PRESSURE ON THE CTL WHEEL. THE ACFT DEVELOPED A HIGHER THAN USUAL SINK RATE; AS INDICATED BY THE VISUAL CLOSURE RATE WITH THE GND. AT THIS POINT I BEGAN TO PULL BACK ON THE CTL WHEEL WITH LITTLE RESPONSE I INCREASED BACK PRESSURE AND APPLIED PWR TO BOTH ENGS AND THE ACFT SETTLED UNTIL THE STICK SHAKER STARTED TO ACTIVATE. THE DSCNT WAS ARRESTED JUST AS THE MAIN WHEELS LIGHTLY CONTACTED THE SURFACE JUST PRIOR TO THE END OF THE RWY WITHOUT DEPRESSING THE SURFACE OF THE SOIL. THE ACFT CROSSED THE RWY THRESHOLD AIRBORNE AND ON THE CTRLINE OF THE RWY WHERE THE ACFT WAS LANDED AND STOPPED. POSTFLT INSPECTION REVEALED TALL GRASS FROM THE APCH END OF THE RWY WAS AROUND THE MAIN ACFT BRAKES. A THOROUGH POSTFLT INSPECTION OF THE ACFT AND CLEARWAY PRIOR TO THE RWY WAS CONDUCTED TO ENSURE NO DAMAGE WAS CAUSED TO THE ACFT OR ARPT PROPERTY. PERCEPTION OF THE NARROWER THAN USUAL RWY MAY HAVE BEEN A CONTRIBUTING FACTOR. EVEN THOUGH THE VISUAL EFFECTS OF LNDG ON A RWY NARROWER THAN USUALLY USED WERE DISCUSSED PRIOR TO THIS LNDG EVENT; I FEEL THAT THE VISUAL SENSATION OF BEING HIGHER THAN YOU ARE WHILE LOOKING AT A RWY THAT IS NARROWER THAN THOSE MOST COMMONLY USED IN OUR OP ALLOWED ME TO MAKE AN ERROR IN JUDGEMENT OF THE ACFT'S HT ABOVE THE GND. COMPOUNDING THIS PROB WAS ATTEMPTING TO CONDUCT THE VISUAL APCH ON REF SPD WITHOUT ADDING ADDITIONAL SPD FOR SAFE ACFT CONTROLLABILITY IN WIND CHANGES EVEN THOUGH SURFACE WINDS WERE LIGHT. STRICT ADHERENCE TO VERT GUIDANCE SYS SUCH AS THE PAPI AT RCR AND THE PRECISE CTL OF ACFT SPD WILL HELP ME AVOID MAKING THIS MISTAKE AGAIN. SUPPLEMENTAL INFO FROM ACN 700367: AS CAPT AND PNF I SHOULD HAVE SPENT LESS TIME WATCHING THE OBSTACLES OUT THE R WINDOW AND MORE TIME MAKING SPD AND ALT CORRECTING CALLOUTS IN THE LAST 500 FT. I DID NOT MAKE ANY PITCH OR PWR CORRECTIONS FOR MY FO BECAUSE I BELIEVED THE CORRECTIONS HE MADE WOULD HAVE GIVEN US THE DESIRED RESULTS.