Narrative:

After a long day of business, I was making a flight to omaha, nb, my home, from decatur, il. As I neared the omaha arsa, ATIS advised that the RVR for runway 14R was below mins due to fog. Upon contact with omaha approach, I was advised that conditions had deteriorated below those described by ATIS, and was advised the millard field, in southwest omaha was VFR. I advised approach control that I would like to look at the north omaha airport (3NO) to determine whether or not it was VFR. Another pilot advised that he could see 3NO was VFR, so I advised approach control I would like to go there. The controller provided vectors. As I neared 3NO, I asked for, and received a vector of 180 to the airport. I called unicom for an airport advisory, but received no answer. I flew over the airport, saw the runway clearly and checked the windsock, which showed a very light breeze from the south, favoring runway 17. I added 20 degrees of flaps on base, and then began the turn to final. On final, I added full flaps, and things looked as if they were working out well for landing. I had not landed at this airport before, but because it is close to my home, I have observed air operations there for 2 yrs. The approach end of runway 17 is approximately 5 ft lower in elevation than the terrain immediately to the north. The airport property is separated from this higher land by a wire fence 3-4 ft high. I was conscious of the need to clear this obstacle, and stayed higher then I should have been. As a result, I pulled power back to idle, and touched down gently, but toward the end of the first third of the runway. I began hard braking, and after several moments, I began to doubt my ability to stop the plane before reaching the end of the runway. I continued hard braking, and the plane continued off the departure end of the runway, down a small embankment, and came to a stop, 85 ft from the end of runway. The aircraft's nose gear collapsed, and one blade of the propeller was bent, while the other blade was scrapped. No one was injured, and other than the airplane, no property was damaged. My judgement as pilot was affected by fatigue. I had been awake for about 17 hours at the time of the incident, and had just completed a 4 hour flight. It had been about 8 hours since my last meal, and 4 hours since my last fluid intake. Runway 17 at 3NO is a short strip (2480 ft) and by choosing this airport over millard, I was asking a great deal of my plting skills at a time of day when I was least able to deliver. My judgement was not what it should have been, and fatigue was a factor. 3NO would benefit by some form of visual approach slope indicator. I am certain that had such a device been available, I would have landed without incident.

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Original NASA ASRS Text

Title: SMA LANDS LONG AND GOES OFF END OF RWY.

Narrative: AFTER A LONG DAY OF BUSINESS, I WAS MAKING A FLT TO OMAHA, NB, MY HOME, FROM DECATUR, IL. AS I NEARED THE OMAHA ARSA, ATIS ADVISED THAT THE RVR FOR RWY 14R WAS BELOW MINS DUE TO FOG. UPON CONTACT WITH OMAHA APCH, I WAS ADVISED THAT CONDITIONS HAD DETERIORATED BELOW THOSE DESCRIBED BY ATIS, AND WAS ADVISED THE MILLARD FIELD, IN SW OMAHA WAS VFR. I ADVISED APCH CTL THAT I WOULD LIKE TO LOOK AT THE N OMAHA ARPT (3NO) TO DETERMINE WHETHER OR NOT IT WAS VFR. ANOTHER PLT ADVISED THAT HE COULD SEE 3NO WAS VFR, SO I ADVISED APCH CTL I WOULD LIKE TO GO THERE. THE CTLR PROVIDED VECTORS. AS I NEARED 3NO, I ASKED FOR, AND RECEIVED A VECTOR OF 180 TO THE ARPT. I CALLED UNICOM FOR AN ARPT ADVISORY, BUT RECEIVED NO ANSWER. I FLEW OVER THE ARPT, SAW THE RWY CLRLY AND CHKED THE WINDSOCK, WHICH SHOWED A VERY LIGHT BREEZE FROM THE S, FAVORING RWY 17. I ADDED 20 DEGS OF FLAPS ON BASE, AND THEN BEGAN THE TURN TO FINAL. ON FINAL, I ADDED FULL FLAPS, AND THINGS LOOKED AS IF THEY WERE WORKING OUT WELL FOR LNDG. I HAD NOT LANDED AT THIS ARPT BEFORE, BUT BECAUSE IT IS CLOSE TO MY HOME, I HAVE OBSERVED AIR OPS THERE FOR 2 YRS. THE APCH END OF RWY 17 IS APPROX 5 FT LOWER IN ELEVATION THAN THE TERRAIN IMMEDIATELY TO THE N. THE ARPT PROPERTY IS SEPARATED FROM THIS HIGHER LAND BY A WIRE FENCE 3-4 FT HIGH. I WAS CONSCIOUS OF THE NEED TO CLR THIS OBSTACLE, AND STAYED HIGHER THEN I SHOULD HAVE BEEN. AS A RESULT, I PULLED PWR BACK TO IDLE, AND TOUCHED DOWN GENTLY, BUT TOWARD THE END OF THE FIRST THIRD OF THE RWY. I BEGAN HARD BRAKING, AND AFTER SEVERAL MOMENTS, I BEGAN TO DOUBT MY ABILITY TO STOP THE PLANE BEFORE REACHING THE END OF THE RWY. I CONTINUED HARD BRAKING, AND THE PLANE CONTINUED OFF THE DEP END OF THE RWY, DOWN A SMALL EMBANKMENT, AND CAME TO A STOP, 85 FT FROM THE END OF RWY. THE ACFT'S NOSE GEAR COLLAPSED, AND ONE BLADE OF THE PROP WAS BENT, WHILE THE OTHER BLADE WAS SCRAPPED. NO ONE WAS INJURED, AND OTHER THAN THE AIRPLANE, NO PROPERTY WAS DAMAGED. MY JUDGEMENT AS PLT WAS AFFECTED BY FATIGUE. I HAD BEEN AWAKE FOR ABOUT 17 HRS AT THE TIME OF THE INCIDENT, AND HAD JUST COMPLETED A 4 HR FLT. IT HAD BEEN ABOUT 8 HRS SINCE MY LAST MEAL, AND 4 HRS SINCE MY LAST FLUID INTAKE. RWY 17 AT 3NO IS A SHORT STRIP (2480 FT) AND BY CHOOSING THIS ARPT OVER MILLARD, I WAS ASKING A GREAT DEAL OF MY PLTING SKILLS AT A TIME OF DAY WHEN I WAS LEAST ABLE TO DELIVER. MY JUDGEMENT WAS NOT WHAT IT SHOULD HAVE BEEN, AND FATIGUE WAS A FACTOR. 3NO WOULD BENEFIT BY SOME FORM OF VISUAL APCH SLOPE INDICATOR. I AM CERTAIN THAT HAD SUCH A DEVICE BEEN AVAILABLE, I WOULD HAVE LANDED WITHOUT INCIDENT.

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.