Narrative:

The problem was a loss of directional control during rollout due to the exceeding of the aircraft crosswind component and my failure to recognize an opportunity to go around. Anomalies in wind direction and speed were not detected until approximately halfway into rollout.contributing factors:since there was a crosswind present; I checked the wind conditions and found them to be from 240 at 8 knots. Additionally; I watched other landings for any inconsistencies. During the landing; I encountered a gusting wind and mechanical turbulence from the building and terrain on the west side of runway 14. I was flying the aircraft from the right seat. I kept a go around decision in mind as I entered the airport environment; and looked for indications that I would need to go around. During the downwind phase; base leg; and final approach; I did not see any reason to go around; and proceeded with the landing. My indications were all normal.at the time of the incident; another aircraft in the pattern checked the ASOS information. ASOS was then reporting winds 250 at 8 knots gusting to 17 and varying out of the northwest.how it was discovered:there were no problems until about halfway into the rollout. Upon landing; I put in full right aileron to compensate for the crosswind as usual in a crosswind landing. Then as the rollout proceeded; the aircraft started to drift to the left. I was still aligned with the runway; but being blown to the left. I had to apply right rudder very judiciously. The right wing was wanting to come up; and with full right aileron already in; the application of right rudder helped keep the wing down. At this point; the aircraft was sliding down the runway; and weather-vaning into the wind. As I slid down the runway in this attitude crabbed into the wind and the aircraft slowed down; the wheels suddenly regained traction and the aircraft started heading towards the right. The wind was still trying to lift the right wing.corrective actions:I attempted to put in left rudder and straighten back out with the runway; but the right wing still wanted to rise. I was concerned about keeping the right wing down. I applied brakes and attempted to avoid the runway indicator sign alongside taxiway bravo. I struck the sign with the right landing gear; and the aircraft lost enough energy to keep the right wing from rising and I applied left rudder. The aircraft came to rest in the grass shortly after.human performance considerations:perceptions- the crosswind appeared to be normal with no unusual characteristics. I perceived that there was no danger posed by the weather; the airport; or the aircraft.judgments- with no outstanding or unusual circumstances; my judgment was that it was a good day to fly.decisions- with no hazards present that would present a danger to aircraft or passengers; the flight would proceed as planned; piloted from the right seat to enhance the passenger's experience.actions or inactions:I continued to complete the landing when control limits had been reached instead of aborting the landing and going around once the aircraft started to drift. Factors affecting the quality of human performance observance of the windsock from airport traffic pattern -especially on final approach- did not show any visible changes that would indicate a shift in direction or gust.

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Original NASA ASRS Text

Title: A PA-28 pilot reported losing directional control during rollout after landing in a crosswind.

Narrative: The problem was a loss of directional control during rollout due to the exceeding of the aircraft crosswind component and my failure to recognize an opportunity to go around. Anomalies in wind direction and speed were not detected until approximately halfway into rollout.Contributing Factors:Since there was a crosswind present; I checked the wind conditions and found them to be from 240 at 8 knots. Additionally; I watched other landings for any inconsistencies. During the landing; I encountered a gusting wind and mechanical turbulence from the building and terrain on the west side of runway 14. I was flying the aircraft from the right seat. I kept a go around decision in mind as I entered the airport environment; and looked for indications that I would need to go around. During the downwind phase; base leg; and final approach; I did not see any reason to go around; and proceeded with the landing. My indications were all normal.At the time of the incident; another aircraft in the pattern checked the ASOS information. ASOS was then reporting winds 250 at 8 knots gusting to 17 and varying out of the northwest.How It Was Discovered:There were no problems until about halfway into the rollout. Upon landing; I put in full right aileron to compensate for the crosswind as usual in a crosswind landing. Then as the rollout proceeded; the aircraft started to drift to the left. I was still aligned with the runway; but being blown to the left. I had to apply right rudder very judiciously. The right wing was wanting to come up; and with full right aileron already in; the application of right rudder helped keep the wing down. At this point; the aircraft was sliding down the runway; and weather-vaning into the wind. As I slid down the runway in this attitude crabbed into the wind and the aircraft slowed down; the wheels suddenly regained traction and the aircraft started heading towards the right. The wind was still trying to lift the right wing.Corrective Actions:I attempted to put in left rudder and straighten back out with the runway; but the right wing still wanted to rise. I was concerned about keeping the right wing down. I applied brakes and attempted to avoid the runway indicator sign alongside taxiway bravo. I struck the sign with the right landing gear; and the aircraft lost enough energy to keep the right wing from rising and I applied left rudder. The aircraft came to rest in the grass shortly after.Human Performance Considerations:Perceptions- The crosswind appeared to be normal with no unusual characteristics. I perceived that there was no danger posed by the weather; the airport; or the aircraft.Judgments- With no outstanding or unusual circumstances; my judgment was that it was a good day to fly.Decisions- With no hazards present that would present a danger to aircraft or passengers; the flight would proceed as planned; piloted from the right seat to enhance the passenger's experience.Actions or Inactions:I continued to complete the landing when control limits had been reached instead of aborting the landing and going around once the aircraft started to drift. Factors Affecting the Quality of Human Performance Observance of the windsock from airport traffic pattern -especially on final approach- did not show any visible changes that would indicate a shift in direction or gust.

Data retrieved from NASA's ASRS site 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.