Narrative:

I had been leading a flight of 2 light transport on a ferry flight to a fly-in in fl. We were making a refueling stop in pns. The tower was unable to give us the overhead pattern so we had to make our own sep on final. The #2 aircraft was not able to get much sep and asked for a 360 degree turn. This was initially denied and so as lead I felt he was going to be close behind me on landing rollout. Tower gave the winds as 270-10 and I calculated that even with a very slight tailwind component, 7000' off runway 16 should be more than adequate for landing. I touched down on speed in the T/D zone and began my landing roll. Not starting my braking initially to give my wingman some spacing, I knew that runway 16 at pns was dished out with the approach and departure ends high so that in the middle low part of the runway you can't see the end. About 1/2-way through the landing rollout the aircraft hadn't decelerated much (possibly due to actual wind of 290-12 giving a higher tailwind component), but I still felt I had adequate runway remaining to stop. As the aircraft rolled through the midway point of the runway I began some gentle braking, but the aircraft was not slowing down much. As I got closer to the end of the runway I could see the end coming up fast. I then went to maximum braking. I probably would have blown a tire but the brakes seemed to be a little spongy. As I ran off the end of the runway at about 10 mph the aircraft was not slowing much at all. It came to rest in soft sands with the tail sticking over the end of the runway. We towed the aircraft back to the hard surface and our mechanic could find no damage to the aircraft.

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Original NASA ASRS Text

Title: RWY EXCURSION. OVERSHOOT ON LNDG.

Narrative: I HAD BEEN LEADING A FLT OF 2 LTT ON A FERRY FLT TO A FLY-IN IN FL. WE WERE MAKING A REFUELING STOP IN PNS. THE TWR WAS UNABLE TO GIVE US THE OVERHEAD PATTERN SO WE HAD TO MAKE OUR OWN SEP ON FINAL. THE #2 ACFT WAS NOT ABLE TO GET MUCH SEP AND ASKED FOR A 360 DEG TURN. THIS WAS INITIALLY DENIED AND SO AS LEAD I FELT HE WAS GOING TO BE CLOSE BEHIND ME ON LNDG ROLLOUT. TWR GAVE THE WINDS AS 270-10 AND I CALCULATED THAT EVEN WITH A VERY SLIGHT TAILWIND COMPONENT, 7000' OFF RWY 16 SHOULD BE MORE THAN ADEQUATE FOR LNDG. I TOUCHED DOWN ON SPD IN THE T/D ZONE AND BEGAN MY LNDG ROLL. NOT STARTING MY BRAKING INITIALLY TO GIVE MY WINGMAN SOME SPACING, I KNEW THAT RWY 16 AT PNS WAS DISHED OUT WITH THE APCH AND DEP ENDS HIGH SO THAT IN THE MIDDLE LOW PART OF THE RWY YOU CAN'T SEE THE END. ABOUT 1/2-WAY THROUGH THE LNDG ROLLOUT THE ACFT HADN'T DECELERATED MUCH (POSSIBLY DUE TO ACTUAL WIND OF 290-12 GIVING A HIGHER TAILWIND COMPONENT), BUT I STILL FELT I HAD ADEQUATE RWY REMAINING TO STOP. AS THE ACFT ROLLED THROUGH THE MIDWAY POINT OF THE RWY I BEGAN SOME GENTLE BRAKING, BUT THE ACFT WAS NOT SLOWING DOWN MUCH. AS I GOT CLOSER TO THE END OF THE RWY I COULD SEE THE END COMING UP FAST. I THEN WENT TO MAX BRAKING. I PROBABLY WOULD HAVE BLOWN A TIRE BUT THE BRAKES SEEMED TO BE A LITTLE SPONGY. AS I RAN OFF THE END OF THE RWY AT ABOUT 10 MPH THE ACFT WAS NOT SLOWING MUCH AT ALL. IT CAME TO REST IN SOFT SANDS WITH THE TAIL STICKING OVER THE END OF THE RWY. WE TOWED THE ACFT BACK TO THE HARD SURFACE AND OUR MECH COULD FIND NO DAMAGE TO THE ACFT.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.