Narrative:

I shot a VOR DME runway 21 approach to minimums straight in. Broke out at MDA at the missed approach point exactly. Lined up on centerline and landed. We were at MDA over end of runway so we took a while to descend and land. Landed long, applied normal braking and beta and stopped, used all of runway. While turning aircraft for back taxi, we used the intersection of closed taxiway and runway end to have more area for turn. Tower was upset because we took a while to land, and rollout took us further than normal. They also were upset that we used the intersection of closed taxiway and runway for turn. They are proposing that we operated dangerously because of the amount of runway we used. It was a normal approach at missed approach point and MDA. We were high, thus it did take some runway to descend and land normally. Also, I think the little amount of quartering tailwind may have made a difference increasing the runway used. Supplemental information from acn 337133: the PF flew a normal approach and everything was well within the given parameters. Just prior to the missed approach point(5.8 DME and was backed up with timing), I called the field in sight. The PF acknowledged the field was in sight and called for full flaps. The PF then reduced power and continued to descend towards the airport. The aircraft's main tires touched down then the nosewheel touched down at a point 2/3 down the runway. At this point I asked the PF if he was sure he could stop. The PF nodded his head and used beta and brakes (not excessively) to stop the aircraft. The aircraft had slowed to under 40 KTS, 500 ft prior to the end of the runway. At the 200 ft point the aircraft was at taxi speed and the PF taxied to the end and turned off onto a taxiway. Further on the taxiway it was closed so we turned around on the taxiway and taxied to the ramp. To prevent a long landing, we should not have flown the VOR approach knowing we would not pick up the airport until the missed approach point. Since the winds were calm, we should have flown the ILS approach to runway 3 and would have been in a better position to land in the first 3000 ft of the runway.

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Original NASA ASRS Text

Title: THE FLC SAW THE ARPT AT MINIMUMS AND AT THE MISSED APCH POINT WHICH IS 342 FT ABOVE THE END OF THE RWY. THE CAPT ELECTED TO LAND. THE TWR WAS UPSET WITH THE PLT FOR LNDG SO FAR DOWN THE RWY AND USING A CLOSED TXWY TO TURN OFF.

Narrative: I SHOT A VOR DME RWY 21 APCH TO MINIMUMS STRAIGHT IN. BROKE OUT AT MDA AT THE MISSED APCH POINT EXACTLY. LINED UP ON CTRLINE AND LANDED. WE WERE AT MDA OVER END OF RWY SO WE TOOK A WHILE TO DSND AND LAND. LANDED LONG, APPLIED NORMAL BRAKING AND BETA AND STOPPED, USED ALL OF RWY. WHILE TURNING ACFT FOR BACK TAXI, WE USED THE INTXN OF CLOSED TXWY AND RWY END TO HAVE MORE AREA FOR TURN. TWR WAS UPSET BECAUSE WE TOOK A WHILE TO LAND, AND ROLLOUT TOOK US FURTHER THAN NORMAL. THEY ALSO WERE UPSET THAT WE USED THE INTXN OF CLOSED TXWY AND RWY FOR TURN. THEY ARE PROPOSING THAT WE OPERATED DANGEROUSLY BECAUSE OF THE AMOUNT OF RWY WE USED. IT WAS A NORMAL APCH AT MISSED APCH POINT AND MDA. WE WERE HIGH, THUS IT DID TAKE SOME RWY TO DSND AND LAND NORMALLY. ALSO, I THINK THE LITTLE AMOUNT OF QUARTERING TAILWIND MAY HAVE MADE A DIFFERENCE INCREASING THE RWY USED. SUPPLEMENTAL INFO FROM ACN 337133: THE PF FLEW A NORMAL APCH AND EVERYTHING WAS WELL WITHIN THE GIVEN PARAMETERS. JUST PRIOR TO THE MISSED APCH POINT(5.8 DME AND WAS BACKED UP WITH TIMING), I CALLED THE FIELD IN SIGHT. THE PF ACKNOWLEDGED THE FIELD WAS IN SIGHT AND CALLED FOR FULL FLAPS. THE PF THEN REDUCED PWR AND CONTINUED TO DSND TOWARDS THE ARPT. THE ACFT'S MAIN TIRES TOUCHED DOWN THEN THE NOSEWHEEL TOUCHED DOWN AT A POINT 2/3 DOWN THE RWY. AT THIS POINT I ASKED THE PF IF HE WAS SURE HE COULD STOP. THE PF NODDED HIS HEAD AND USED BETA AND BRAKES (NOT EXCESSIVELY) TO STOP THE ACFT. THE ACFT HAD SLOWED TO UNDER 40 KTS, 500 FT PRIOR TO THE END OF THE RWY. AT THE 200 FT POINT THE ACFT WAS AT TAXI SPD AND THE PF TAXIED TO THE END AND TURNED OFF ONTO A TXWY. FURTHER ON THE TXWY IT WAS CLOSED SO WE TURNED AROUND ON THE TXWY AND TAXIED TO THE RAMP. TO PREVENT A LONG LNDG, WE SHOULD NOT HAVE FLOWN THE VOR APCH KNOWING WE WOULD NOT PICK UP THE ARPT UNTIL THE MISSED APCH POINT. SINCE THE WINDS WERE CALM, WE SHOULD HAVE FLOWN THE ILS APCH TO RWY 3 AND WOULD HAVE BEEN IN A BETTER POS TO LAND IN THE FIRST 3000 FT OF THE RWY.

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.