HS 125 Series
Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 101; Flight Crew Total 8553; Flight Crew Type 1175
Training / Qualification; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Human Factors; Aircraft
I was receiving a 135.299 check ride with another company pilot as the check airman. We were conducting our last approach with our first landing. The approach was the ILS with a circle to land on the intersecting runway. This runway is 6;700 feet long and our landing weight was 14;678 pounds. Our tab data factored landing distance was 3;930 feet with a reference speed of 113 knots. We had been using 119 knots as a reference speed during the check ride approaches.  I did not reset the airspeed bug to 113 knots. A later weight and balance analysis showed that our actual landing distance for our weight would have been 2;200 feet.Outside the outer marker the check airman pulled the left engine to idle to simulate an engine failure. The remainder of the approach and circle were conducted without incident. On the base leg the gear was extended and aircraft was configured to flaps 25 degrees. On final I noticed that I was approximately 300 feet higher than normal and my airspeed was approximately 20 knots above the 119 knot reference speed. I considered these parameters to be acceptable for a single engine approach with a right crosswind of 280 at 13 gusting to 20 knots. The flaps were extended to 45 degrees and I continued my descent to the runway. Crossing the threshold I was slightly high (I didn't look and do not know what the altimeter was displaying) and I believe the airspeed was in the range of reference speed plus 10 to 15 knots. The extra speed was to compensate for the single engine and the wind gust factor. I didn't actually look at the airspeed indicator but the speed 'felt' right. After I flared we floated for some distance but both the check airman and I thought we had touched down near the intersection of the two runways. Later I spoke with the tower supervisor who stated the tower controller who had been handling our flight also believed we touched down within that area. According to the tower controller the distance from the intersection to the end of the runway is 3;200 feet. A later examination of tire marks on the runway by company personnel revealed that we touched down approximately 2;500 feet from the runway end. On touchdown we immediately got a severe nose wheel shimmy which shook the entire airplane. The touchdown was firm and while I thought the mains landed first then the nose wheel; it is possible that all three touched down at the same time which would explain the nose wheel shimmy. I deployed the lift dump and applied brakes but the aircraft did not feel as though it was slowing. I had maximum pressure on the brake pedals but I didn't notice any travel. It was as though the brake pedals were not responding to the pressure applied. The aircraft still did not seem to be slowing and as it began to appear that we were not going to be able to stop before the end of the runway the check airman applied the emergency brakes. We continued to travel down the runway and just before departing the end I turned the aircraft to the left to avoid striking the row of threshold lights at the end. We traveled approximately 300 feet off the end of the runway before coming to a stop. After the aircraft stopped the check airman instinctively raised the lift dump and flaps and we then secured the engines.
HS125 pilot; preforming a simulated engine out circle to land approach; reported landing long and fast and being unable to stop before departing the end of the runway. The aircraft may have touched down nose wheel first with 2500 feet of runway remaining.