Narrative:

After departing cec airport IFR, we proceeded along our assigned route (victor 27) at 5000 ft MSL. About 35 mi from acv, the captain called acv radio and obtained the current WX for acv, which was our destination airport. The WX was VFR with winds reported at 240 degrees at 5 KTS. About 25 mi from acv, ZSE cleared us for the VOR approach to runway 14. About 12-15 mi out, as we were intercepting the final approach course, the captain reported the airport in sight. ZSE cleared us for the visual approach and handed us off to acv radio. When we checked in, acv radio again reported the winds at 240 degrees at 5 KTS, and stated runway 14 or runway 32, since it was a direct crosswind. Since we were already set up for runway 14, we elected to use that runway. Descent checklist had already been completed. At about 10 mi out we were descending through about 3000 ft. Airspeed was 180 KTS. I slowed the aircraft to 170 KTS (vfe) and called for 10 degrees flaps, which the captain put in. When the airspeed had slowed to 160 KTS (vle) I called for gear down flaps 20 degrees and landing checklist, all of which were completed by the captain. About 3 mi out, airspeed 140 KTS, I called for flaps 35 degrees. (At 35 degrees flaps, reference speed was 107 KTS.) we were stabilized at 130 KTS (our normal approach speed) and slightly high, but we were correcting towards the optimum GS. At 1 mi final, VASI was pink over white, and I slightly decreased the descent rate. As we descended through 200 ft, the captain made the 200 ft call, I called flows off and the captain called my speed at 'reference +20.' crossing the bluffs at the end of the runway (about 1/4 mi from the displaced threshold) speed was reference +15, VASI was still pink over white. Over the threshold, speed was reference +10. I reduced power slightly to help slow us down. We touched down about 1000-1200 ft past the touchdown zone marker, leaving about 3800 ft. When the nosewheel touched down, I brought the power levers to flight idle. The captain made the 100 KT call and I brought the levers into the beta range. The captain then called for reverse thrust. I began to ease the power levers to reverse. At this time the captain took control of the aircraft, began maximum braking and put the power levers into reverse. As the aircraft slowed, it began pulling to the right. As the aircraft slowed, it veered further to the right. Because of our proximity to the end of the runway, the captain couldn't release the brakes. At this point the captain could no longer keep the aircraft on the runway, and the right main gear went off the side. The propeller then struck a taxiway identify sign. We shut down the right engine, and taxied to the ramp. Passenger were disembarked with no injuries.

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Original NASA ASRS Text

Title: ACR COMMUTER JETSTREAM 3100 ON VISUAL APCH RWY 14 WITH WINDS 240 DEGS AT 5 KTS LANDED LONG RESULTING IN THE CAPT TAKING CTL OF THE ACFT LATE. ACFT BEGAN VEERING TO THE R AND THE CAPT WAS UNABLE TO MAINTAIN CTL RESULTING IN STRIKING A TXWY SIGN WITH THE R PROP. TAXIED TO THE GATE AFTER SHUTTING DOWN THE R ENG.

Narrative: AFTER DEPARTING CEC ARPT IFR, WE PROCEEDED ALONG OUR ASSIGNED RTE (VICTOR 27) AT 5000 FT MSL. ABOUT 35 MI FROM ACV, THE CAPT CALLED ACV RADIO AND OBTAINED THE CURRENT WX FOR ACV, WHICH WAS OUR DEST ARPT. THE WX WAS VFR WITH WINDS RPTED AT 240 DEGS AT 5 KTS. ABOUT 25 MI FROM ACV, ZSE CLRED US FOR THE VOR APCH TO RWY 14. ABOUT 12-15 MI OUT, AS WE WERE INTERCEPTING THE FINAL APCH COURSE, THE CAPT RPTED THE ARPT IN SIGHT. ZSE CLRED US FOR THE VISUAL APCH AND HANDED US OFF TO ACV RADIO. WHEN WE CHKED IN, ACV RADIO AGAIN RPTED THE WINDS AT 240 DEGS AT 5 KTS, AND STATED RWY 14 OR RWY 32, SINCE IT WAS A DIRECT XWIND. SINCE WE WERE ALREADY SET UP FOR RWY 14, WE ELECTED TO USE THAT RWY. DSCNT CHKLIST HAD ALREADY BEEN COMPLETED. AT ABOUT 10 MI OUT WE WERE DSNDING THROUGH ABOUT 3000 FT. AIRSPD WAS 180 KTS. I SLOWED THE ACFT TO 170 KTS (VFE) AND CALLED FOR 10 DEGS FLAPS, WHICH THE CAPT PUT IN. WHEN THE AIRSPD HAD SLOWED TO 160 KTS (VLE) I CALLED FOR GEAR DOWN FLAPS 20 DEGS AND LNDG CHKLIST, ALL OF WHICH WERE COMPLETED BY THE CAPT. ABOUT 3 MI OUT, AIRSPD 140 KTS, I CALLED FOR FLAPS 35 DEGS. (AT 35 DEGS FLAPS, REF SPD WAS 107 KTS.) WE WERE STABILIZED AT 130 KTS (OUR NORMAL APCH SPD) AND SLIGHTLY HIGH, BUT WE WERE CORRECTING TOWARDS THE OPTIMUM GS. AT 1 MI FINAL, VASI WAS PINK OVER WHITE, AND I SLIGHTLY DECREASED THE DSCNT RATE. AS WE DSNDED THROUGH 200 FT, THE CAPT MADE THE 200 FT CALL, I CALLED FLOWS OFF AND THE CAPT CALLED MY SPD AT 'REF +20.' XING THE BLUFFS AT THE END OF THE RWY (ABOUT 1/4 MI FROM THE DISPLACED THRESHOLD) SPD WAS REF +15, VASI WAS STILL PINK OVER WHITE. OVER THE THRESHOLD, SPD WAS REF +10. I REDUCED PWR SLIGHTLY TO HELP SLOW US DOWN. WE TOUCHED DOWN ABOUT 1000-1200 FT PAST THE TOUCHDOWN ZONE MARKER, LEAVING ABOUT 3800 FT. WHEN THE NOSEWHEEL TOUCHED DOWN, I BROUGHT THE PWR LEVERS TO FLT IDLE. THE CAPT MADE THE 100 KT CALL AND I BROUGHT THE LEVERS INTO THE BETA RANGE. THE CAPT THEN CALLED FOR REVERSE THRUST. I BEGAN TO EASE THE PWR LEVERS TO REVERSE. AT THIS TIME THE CAPT TOOK CTL OF THE ACFT, BEGAN MAX BRAKING AND PUT THE PWR LEVERS INTO REVERSE. AS THE ACFT SLOWED, IT BEGAN PULLING TO THE R. AS THE ACFT SLOWED, IT VEERED FURTHER TO THE R. BECAUSE OF OUR PROX TO THE END OF THE RWY, THE CAPT COULDN'T RELEASE THE BRAKES. AT THIS POINT THE CAPT COULD NO LONGER KEEP THE ACFT ON THE RWY, AND THE R MAIN GEAR WENT OFF THE SIDE. THE PROP THEN STRUCK A TXWY IDENT SIGN. WE SHUT DOWN THE R ENG, AND TAXIED TO THE RAMP. PAX WERE DISEMBARKED WITH NO INJURIES.

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.