"
What is little perplexing, is that for the 65% of overall ground run no speed reduction is recorded."
That may be a function of the ADS-B not transmitting after ground-mode is set by the touchdown.
Re, "
Runway overruns are rather simple physics."
Agree of course, but then it becomes much more complex. The first key in data analysis of air distances from the threshold to touchdown is accurate determination of the touchdown point. That is nowhere nearly as easy as it sounds. It's slightly better if one has good, on-board GPS-derived lat/long data.
Perhaps the following is orthogonal to the thread topic but as long as we're determining causes and prevention of overruns, the following may be tangentially-useful.
The NLR provides some very good papers on such determinations. At the 2nd Conference of the European Operators Flight Data Monitoring forum (EOFDM), Gerard van Es was invited to present "Monitoring Landing Overrun Risk using FDM: Tips and Tricks". The presentation can be found here.
http://essi.easa.europa.eu/ecast/wp-...Excursions.pdf
This page gives you some general information about runway excursions. What are the statistics telling us, what initiatives are taking placing to prevent runway excursions etc.
NLR-ATSI Runway Excursions
The FAA Document, (DOT/FAA/AR-07/7) provides a very good discussion of all aspects of landing performance. It has a $30 title, but is well worth reading!
DOT-FAA-AR-07-7_A Study of Normal Operational Landing Performance on Subsonic Civil Narrow Body Jet Aircraft during ILS Approaches - ar077