Narrative:

I was instructing a student pilot in no-flap landing procedures. After requesting the full length of runway we were cleared to land and I configured the pitch and power for an extended gliding straight-in approach-to-land. Upon crossing over the airport boundary for landing; I realized that I had misjudged the timing of the power reduction during the glide; and was still too high and too fast to touch down within the first 1/3 of the runway length. I opted to continue the descent and use the full length of the runway since I was going to make a full-stop landing anyhow. At this point I also chose not to extend the flaps in an effort to slow down as it would have extended the landing flare; and also decided not to execute a forward slip since I was too close to the runway surface by that time. I touched down within the last 1/3 of the runway and applied steady; firm braking with full up-elevator; but soon realized I was not going to be able to clear the runway at taxiway east without excessive skidding and turning. I therefore chose to continue straight ahead towards the grassy runway overrun area in order to maximize forward braking; and avoid further incident that could have resulted from a sharp fast turn off of the runway. I came to a full-stop at the end of the runway; with the main wheels still on the pavement; but the nosewheel was positioned approximately 4 ft into the grass. The nose of the airplane was positioned between a runway end light and the taxiway east direction sign when it came to a full-stop; but no part of the airplane came into contact with either of these objects.

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Original NASA ASRS Text

Title: C172 INSTRUCTOR HAS A RWY EXCURSION.

Narrative: I WAS INSTRUCTING A STUDENT PLT IN NO-FLAP LNDG PROCS. AFTER REQUESTING THE FULL LENGTH OF RWY WE WERE CLRED TO LAND AND I CONFIGURED THE PITCH AND PWR FOR AN EXTENDED GLIDING STRAIGHT-IN APCH-TO-LAND. UPON XING OVER THE ARPT BOUNDARY FOR LNDG; I REALIZED THAT I HAD MISJUDGED THE TIMING OF THE PWR REDUCTION DURING THE GLIDE; AND WAS STILL TOO HIGH AND TOO FAST TO TOUCH DOWN WITHIN THE FIRST 1/3 OF THE RWY LENGTH. I OPTED TO CONTINUE THE DSCNT AND USE THE FULL LENGTH OF THE RWY SINCE I WAS GOING TO MAKE A FULL-STOP LNDG ANYHOW. AT THIS POINT I ALSO CHOSE NOT TO EXTEND THE FLAPS IN AN EFFORT TO SLOW DOWN AS IT WOULD HAVE EXTENDED THE LNDG FLARE; AND ALSO DECIDED NOT TO EXECUTE A FORWARD SLIP SINCE I WAS TOO CLOSE TO THE RWY SURFACE BY THAT TIME. I TOUCHED DOWN WITHIN THE LAST 1/3 OF THE RWY AND APPLIED STEADY; FIRM BRAKING WITH FULL UP-ELEVATOR; BUT SOON REALIZED I WAS NOT GOING TO BE ABLE TO CLR THE RWY AT TXWY E WITHOUT EXCESSIVE SKIDDING AND TURNING. I THEREFORE CHOSE TO CONTINUE STRAIGHT AHEAD TOWARDS THE GRASSY RWY OVERRUN AREA IN ORDER TO MAXIMIZE FORWARD BRAKING; AND AVOID FURTHER INCIDENT THAT COULD HAVE RESULTED FROM A SHARP FAST TURN OFF OF THE RWY. I CAME TO A FULL-STOP AT THE END OF THE RWY; WITH THE MAIN WHEELS STILL ON THE PAVEMENT; BUT THE NOSEWHEEL WAS POSITIONED APPROX 4 FT INTO THE GRASS. THE NOSE OF THE AIRPLANE WAS POSITIONED BTWN A RWY END LIGHT AND THE TXWY E DIRECTION SIGN WHEN IT CAME TO A FULL-STOP; BUT NO PART OF THE AIRPLANE CAME INTO CONTACT WITH EITHER OF THESE OBJECTS.

Data retrieved from NASA's ASRS site as of January 2009 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.