Narrative:

Aircraft was proceeding between pnt and brl on an IFR flight plan, in area of numerous thunderstorms with attendant moderate to severe turbulence and associated wind shear. Four contacts with flight service and en route control agencies reported WX at destination as winds, variously, 31/10/G15. Peoria approach asked what approach was desired and PIC requested ILS 36; final controller, chicago center, repeated the request and gave destination WX as 7 scattered M29OVC 25TRWF, 29/12/G17/3002 with pressure rising rapidly. Based on this last, PIC requested ILS 36 circle to land runway 30. On final vector to localizer course, aircraft broke out into visibility conditions, cancelled IFR and proceeded to make approach and landing on runway 30. Approach was normal, with normal landing, except for extreme turbulence and windshear on final approach, with airspds varying 20-25 KTS. On landing, brakes were tested and found operational; normal rollout was anticipated, and tail wheel was lowered to ground. As PIC began to apply brakes in final stages of rollout, it became apparent that not only was braking action nil (a thunderstorm had recently passed over the airport), but the aircraft was in fact accelerating on the runway. PIC elected an intentional ground loop maneuver to arrest acceleration, succeeding in reversing direction of aircraft, but sliding off end of runway 30 facing the opp direction, onto the turf adjoining end of runway. Dirt displaced by left main pushed over one runway threshold light. After the event, PIC had opportunity to examine WX log kept by the on-site, certified WX observer. It was discovered that not only were winds from 120 degree (almost a direct tailwind) during the landing, but that the actual last 3 WX reports received by the aircraft en route were more than 2 hours old; the WX disclosed the winds that were actually experienced by the aircraft, but admitted that his facility had been having problems recently with timely transmission of observations to ATC and FSS, thus explaining the outdated WX received by the aircraft. No windsock was readily visible, no response was received on unicom during approach, and the severe shear during approach made it appear entirely likely to PIC that this was what was experienced on the landing and rollout. It should be noted that an aircraft landing behind reporter also was established on approach for runway 30, and a commuter followed it also set up for a westerly landing, all based on the erroneous WX reports forwarded by final approach controller. Reporter aircraft related over unicom its experience on landing into the west, and called winds as shown by the windsock (visible from the ramp close to the main buildings), and each of these aircraft altered course to land uneventfully (except for the severe turbulence) into the prevailing apparent wind, from the east/southeast.

Google
 

Original NASA ASRS Text

Title: WIND REPORTED 290/12. PLT SELECTED RWY 30. BRAKING NIL UPON LNDG. PLT REALIZED TAIL WIND. GND LOOPED TAIL DRAGGER TYPE SUCCESSFULLY BUT SLID BACKWARD OFF END OF RWY ONTO TURF. NO INJURY. NO DAMAGE TO ACFT.

Narrative: ACFT WAS PROCEEDING BTWN PNT AND BRL ON AN IFR FLT PLAN, IN AREA OF NUMEROUS TSTMS WITH ATTENDANT MODERATE TO SEVERE TURB AND ASSOCIATED WIND SHEAR. FOUR CONTACTS WITH FLT SVC AND ENRTE CTL AGENCIES RPTED WX AT DEST AS WINDS, VARIOUSLY, 31/10/G15. PEORIA APCH ASKED WHAT APCH WAS DESIRED AND PIC REQUESTED ILS 36; FINAL CTLR, CHICAGO CTR, REPEATED THE REQUEST AND GAVE DEST WX AS 7 SCATTERED M29OVC 25TRWF, 29/12/G17/3002 WITH PRESSURE RISING RAPIDLY. BASED ON THIS LAST, PIC REQUESTED ILS 36 CIRCLE TO LAND RWY 30. ON FINAL VECTOR TO LOC COURSE, ACFT BROKE OUT INTO VIS CONDITIONS, CANCELLED IFR AND PROCEEDED TO MAKE APCH AND LNDG ON RWY 30. APCH WAS NORMAL, WITH NORMAL LNDG, EXCEPT FOR EXTREME TURB AND WINDSHEAR ON FINAL APCH, WITH AIRSPDS VARYING 20-25 KTS. ON LNDG, BRAKES WERE TESTED AND FOUND OPERATIONAL; NORMAL ROLLOUT WAS ANTICIPATED, AND TAIL WHEEL WAS LOWERED TO GND. AS PIC BEGAN TO APPLY BRAKES IN FINAL STAGES OF ROLLOUT, IT BECAME APPARENT THAT NOT ONLY WAS BRAKING ACTION NIL (A TSTM HAD RECENTLY PASSED OVER THE ARPT), BUT THE ACFT WAS IN FACT ACCELERATING ON THE RWY. PIC ELECTED AN INTENTIONAL GND LOOP MANEUVER TO ARREST ACCELERATION, SUCCEEDING IN REVERSING DIRECTION OF ACFT, BUT SLIDING OFF END OF RWY 30 FACING THE OPP DIRECTION, ONTO THE TURF ADJOINING END OF RWY. DIRT DISPLACED BY L MAIN PUSHED OVER ONE RWY THRESHOLD LIGHT. AFTER THE EVENT, PIC HAD OPPORTUNITY TO EXAMINE WX LOG KEPT BY THE ON-SITE, CERTIFIED WX OBSERVER. IT WAS DISCOVERED THAT NOT ONLY WERE WINDS FROM 120 DEG (ALMOST A DIRECT TAILWIND) DURING THE LNDG, BUT THAT THE ACTUAL LAST 3 WX RPTS RECEIVED BY THE ACFT ENRTE WERE MORE THAN 2 HRS OLD; THE WX DISCLOSED THE WINDS THAT WERE ACTUALLY EXPERIENCED BY THE ACFT, BUT ADMITTED THAT HIS FAC HAD BEEN HAVING PROBS RECENTLY WITH TIMELY XMISSION OF OBSERVATIONS TO ATC AND FSS, THUS EXPLAINING THE OUTDATED WX RECEIVED BY THE ACFT. NO WINDSOCK WAS READILY VISIBLE, NO RESPONSE WAS RECEIVED ON UNICOM DURING APCH, AND THE SEVERE SHEAR DURING APCH MADE IT APPEAR ENTIRELY LIKELY TO PIC THAT THIS WAS WHAT WAS EXPERIENCED ON THE LNDG AND ROLLOUT. IT SHOULD BE NOTED THAT AN ACFT LNDG BEHIND RPTR ALSO WAS ESTABLISHED ON APCH FOR RWY 30, AND A COMMUTER FOLLOWED IT ALSO SET UP FOR A WESTERLY LNDG, ALL BASED ON THE ERRONEOUS WX RPTS FORWARDED BY FINAL APCH CTLR. RPTR ACFT RELATED OVER UNICOM ITS EXPERIENCE ON LNDG INTO THE W, AND CALLED WINDS AS SHOWN BY THE WINDSOCK (VISIBLE FROM THE RAMP CLOSE TO THE MAIN BUILDINGS), AND EACH OF THESE ACFT ALTERED COURSE TO LAND UNEVENTFULLY (EXCEPT FOR THE SEVERE TURB) INTO THE PREVAILING APPARENT WIND, FROM THE E/SE.

Data retrieved from NASA's ASRS site as of July 2007 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.