A CommuteAir Embraer ERJ-145 on behalf of United, registration N21129 performing flight UA-4339 from Washington Dulles,DC to Roanoke,VA (USA) with 50 passengers and 3 crew, landed on Roanoke's runway 34 at 21:16L (01:16Z Sep 25th) but overran the end of the runway and came to a stop in the Engineered Material Arrestor System (EMAS) past the end of the runway. There were no injuries.
The FAA reported: "AIRCRAFT LANDED AND WENT OFF THE END OF THE RUNWAY INTO THE EMAS, ROANOKE, VA."
On Oct 22nd 2025 the NTSB released their preliminary report summarizing the sequence of events:
During descent, the flight crew checked in with approach control and was informed of precipitation along the approach path to runway 6 and that other aircraft were using runway 34 for landing. The captain requested the FO set up for the instrument landing system (ILS) approach to runway 34 and to brief the approach. The FO set up the ILS runway 34 approach, briefed the approach changes, and monitored the weather radar.
After turning on final approach, the flight crew observed the runway and heard the previous landing aircraft report marginal visibility and bumpy conditions. During the approach, the rain intensity increased, and the captain requested that the FO run the performance calculation for landing on a wet runway with a RCC of 5. The FO ran the performance calculations and determined that they would have a margin of approximately 200 feet more than was required, without thrust reverser usage. The captain briefed the go-around procedures and that they would divert to Piedmont Triad International Airport (GSO), Greensboro, North Carolina if they executed a go-around.
On short final, the rain intensity increased, and the captain requested windshield wipers at high. As the airplane descended below 500 feet, the FO observed that they were high on the precision approach path indicator (PAPI) and then observed the captain correcting the flight path, but recalled they were still high as the airplane crossed the threshold. After crossing the runway markings, the FO called for a go-around, but the captain continued. About halfway down the runway, the FO called for a go-around a second time, but the captain continued.
The airplane touched down and the flight crew applied maximum braking and deployed the engine thrust reversers. The airplane overran the end of the runway and came to rest in the EMAS. The FO attempted to communicate with air traffic control (ATC), but the communications button had disengaged. After engaging the communications button, the FO coordinated with ATC and contacted the flight attendant (FA). The FA verified that there were no injuries. The flight crew completed the emergency evacuation checklist and prepared for an evacuation. Airport rescue firefighting (ARFF) personnel boarded the airplane and assisted with evacuating passengers down a ladder.
https://flightaware.com/live/flight/UAL4339/history/20250924/2140Z/KIAD/KROA
Metars:
KROA 250309Z 23003KT 10SM -RA FEW008 BKN028 OVC033 21/20 A3005 RMK AO2 P0002 T02110200=
KROA 250254Z 20003KT 5SM -RA BR SCT009 BKN035 OVC070 21/21 A3005 RMK AO2 SLP167 P0006 60044 T02110206 53007=
KROA 250210Z 21003KT 4SM RA BR FEW006 BKN043 OVC055 21/21 A3006 RMK AO2 P0002 T02110211=
KROA 250154Z 00000KT 2SM -RA BR BKN040 BKN055 OVC070 22/21 A3005 RMK AO2 SFC VIS 5 RAB07 SLP167 P0038 T02170211=
KROA 250145Z 00000KT 1SM +RA BR BKN036 BKN044 OVC070 22/21 A3005 RMK AO2 TWR VIS 2 RAB07 P0035 T02170211=
KROA 250137Z 23005KT 2SM RA BR BKN038 OVC049 22/21 A3006 RMK AO2 SFC VIS 3 RAB07 P0025 T02170211=
KROA 250112Z 26005KT 1 3/4SM +RA BR FEW032 BKN050 OVC085 22/21 A3005 RMK AO2 TWR VIS 2 RAB07 P0000 T02170211=
KROA 250054Z 00000KT 10SM FEW060 BKN080 OVC110 22/21 A3003 RMK AO2 SLP159 T02220206=
KROA 242354Z 00000KT 10SM OVC150 22/21 A3003 RMK AO2 SLP159 T02220206 10250 20222 53003=
KROA 242254Z 12005KT 10SM SCT090 OVC130 23/21 A3003 RMK AO2 SLP157 T02280206=
The "arrested" aircraft (Photo: FAA):
The FAA reported: "AIRCRAFT LANDED AND WENT OFF THE END OF THE RUNWAY INTO THE EMAS, ROANOKE, VA."
On Oct 22nd 2025 the NTSB released their preliminary report summarizing the sequence of events:
During descent, the flight crew checked in with approach control and was informed of precipitation along the approach path to runway 6 and that other aircraft were using runway 34 for landing. The captain requested the FO set up for the instrument landing system (ILS) approach to runway 34 and to brief the approach. The FO set up the ILS runway 34 approach, briefed the approach changes, and monitored the weather radar.
After turning on final approach, the flight crew observed the runway and heard the previous landing aircraft report marginal visibility and bumpy conditions. During the approach, the rain intensity increased, and the captain requested that the FO run the performance calculation for landing on a wet runway with a RCC of 5. The FO ran the performance calculations and determined that they would have a margin of approximately 200 feet more than was required, without thrust reverser usage. The captain briefed the go-around procedures and that they would divert to Piedmont Triad International Airport (GSO), Greensboro, North Carolina if they executed a go-around.
On short final, the rain intensity increased, and the captain requested windshield wipers at high. As the airplane descended below 500 feet, the FO observed that they were high on the precision approach path indicator (PAPI) and then observed the captain correcting the flight path, but recalled they were still high as the airplane crossed the threshold. After crossing the runway markings, the FO called for a go-around, but the captain continued. About halfway down the runway, the FO called for a go-around a second time, but the captain continued.
The airplane touched down and the flight crew applied maximum braking and deployed the engine thrust reversers. The airplane overran the end of the runway and came to rest in the EMAS. The FO attempted to communicate with air traffic control (ATC), but the communications button had disengaged. After engaging the communications button, the FO coordinated with ATC and contacted the flight attendant (FA). The FA verified that there were no injuries. The flight crew completed the emergency evacuation checklist and prepared for an evacuation. Airport rescue firefighting (ARFF) personnel boarded the airplane and assisted with evacuating passengers down a ladder.
https://flightaware.com/live/flight/UAL4339/history/20250924/2140Z/KIAD/KROA
Metars:
KROA 250309Z 23003KT 10SM -RA FEW008 BKN028 OVC033 21/20 A3005 RMK AO2 P0002 T02110200=
KROA 250254Z 20003KT 5SM -RA BR SCT009 BKN035 OVC070 21/21 A3005 RMK AO2 SLP167 P0006 60044 T02110206 53007=
KROA 250210Z 21003KT 4SM RA BR FEW006 BKN043 OVC055 21/21 A3006 RMK AO2 P0002 T02110211=
KROA 250154Z 00000KT 2SM -RA BR BKN040 BKN055 OVC070 22/21 A3005 RMK AO2 SFC VIS 5 RAB07 SLP167 P0038 T02170211=
KROA 250145Z 00000KT 1SM +RA BR BKN036 BKN044 OVC070 22/21 A3005 RMK AO2 TWR VIS 2 RAB07 P0035 T02170211=
KROA 250137Z 23005KT 2SM RA BR BKN038 OVC049 22/21 A3006 RMK AO2 SFC VIS 3 RAB07 P0025 T02170211=
KROA 250112Z 26005KT 1 3/4SM +RA BR FEW032 BKN050 OVC085 22/21 A3005 RMK AO2 TWR VIS 2 RAB07 P0000 T02170211=
KROA 250054Z 00000KT 10SM FEW060 BKN080 OVC110 22/21 A3003 RMK AO2 SLP159 T02220206=
KROA 242354Z 00000KT 10SM OVC150 22/21 A3003 RMK AO2 SLP159 T02220206 10250 20222 53003=
KROA 242254Z 12005KT 10SM SCT090 OVC130 23/21 A3003 RMK AO2 SLP157 T02280206=
The "arrested" aircraft (Photo: FAA):
This article is published under license. Article Source
Published Date
