Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Speedbrake/Spoiler
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Time Pressure
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Captain and I; FO; reported for duty after 19 hours of crew rest. Preflight; flight planning and NOTAM briefings were completed for our empty Part 91 flight. We concluded that all conditions were normal and within limits for the trip. We departed with myself as the pilot flying and Captain as the pilot monitoring. We flew the visual approach with the ILS tuned and monitored. We had a stable approach on the LOC/Glideslope from the FAF inbound to Runway XX. Approach speed Vref was 132 knots with our target approach speed of about 142 knots. The aircraft seemed to touchdown on Runway XX within the touchdown zone. The nose was lowered as I extended the speed brakes; when the nose was firmly on the ground I deployed the thrust reversers. At this point the aircraft did not seem to be decelerating quick enough to make the normal turn off. Captain at this point assisted with manually braking and the thrust reversers. The aircraft proceeded to roll into the 'overrun' area of Runway XX. After shutdown there appeared to be no visual damage to the aircraft except for a minor dent in the nose gear door and a slightly bent taxi light bracket; both due to contact with the EMAS (Engineered Materials Arrestor System) material.


Second narrative: The aircraft seemed to touch down within the touchdown zone of Runway XX. The nose was smoothly lowered as FO extended the speed brakes. Once the nose was firmly on the ground; FO deployed the thrust reversers. At that point; the aircraft did not seem to be decelerating quickly enough to make the last normal turn off. The Captain began to assist with maximum braking and thrust reverse.

Second callback: The Captain stated the First Officer's inexperience became an issue in this event. He usually offered the First Officer the fight experience during non passenger flights; such as this. He stated the aircraft landed very slightly long with the aircraft's nose then lowered too slowly. Manufacturer stresses the nose must be on the ground to prevent reverse thrust from 'slamming' it hard onto the runway. Subsequently; full reverse thrust and full braking may not have been applied. He believed after the aircraft was slow to decelerate the First Officer got the 'deer in the headlight' effect which delayed further more forceful actions. He then responded too late.

Synopsis: A medium transport flight crew reported a runway overran into the EMAS after landing.