Narrative:

I received my IFR clearance (from acy) via land phone with active time of XY43. Departed ocean city, nj, airport (26N), in MVFR conditions at approximately XY45. Flight was uneventful at 4000 ft in smooth air. After leaving dqo VOR I was vectored northeast to create spacing for departing aircraft off chester county, eventually being turned back toward the west to initially intercept the localizer, and then later cleared for the ILS 29 approach into chester county from an altitude of 4000 ft approximately 10 mi east of the airport. The ilg ATIS was reporting 1600 broken with 2 1/2 mi visibility, and phl ATIS was reporting 1700 broken and 2 mi, however, the chester county AWOS-3 had reported sky partially obscured, 100 overcast, with less than 1/4 mi visibility. I had occasional ground contact prior to descending for the ILS approach. Everything was well under control on the approach, the station had been idented, the gear was down, I had 1 notch of flaps, airspeed of about 100 KTS, and the localizer and GS needles were almost centered (maybe a tad high on the GS), air was very smooth. I was in solid IMC and upon reaching decision height I did not see the runway and started to come back on the yoke and bring in the power for a missed approach, when I picked up the white markings of the runway. Changing my mind, I chopped the power, took another notch of flaps and changed my mental thought process from 'a missed approach' to 'landing the airplane.' I had the runway faintly in sight until a quick look back in the cockpit to verify the gauges, 3 green lights, etc, and as I was starting to come back on the yoke to flare the airplane I basically experienced a 'white out' condition losing visual references. Realizing I was about to 'touch down,' I continued coming back on the yoke (however, was apparently drifting a little to the right at this point), and shortly after landing (what appeared to be a relatively normal touch down except for lack of visibility) got off to the right side of the runway, dropping off into the grass. I slid on the wet grass (did not have control at this point), and just as I felt the gear collapse, I slid back up on to the runway. As the nosewheel hit the lip or edge of the blacktop, it punched up through the baggage compartment and popped the windshield. I was now stopped on the runway and immediately shut down the right engine, turned the switches off (strobes, pitot heat, mags, master, etc) and exited the airplane.

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Original NASA ASRS Text

Title: SMA ON APCH SIGHTS RWY MARKINGS JUST AS PLT STARTS PULL- UP FOR MISSED APCH. DECIDES TO LAND.

Narrative: I RECEIVED MY IFR CLRNC (FROM ACY) VIA LAND PHONE WITH ACTIVE TIME OF XY43. DEPARTED OCEAN CITY, NJ, ARPT (26N), IN MVFR CONDITIONS AT APPROX XY45. FLT WAS UNEVENTFUL AT 4000 FT IN SMOOTH AIR. AFTER LEAVING DQO VOR I WAS VECTORED NE TO CREATE SPACING FOR DEPARTING ACFT OFF CHESTER COUNTY, EVENTUALLY BEING TURNED BACK TOWARD THE W TO INITIALLY INTERCEPT THE LOC, AND THEN LATER CLRED FOR THE ILS 29 APCH INTO CHESTER COUNTY FROM AN ALT OF 4000 FT APPROX 10 MI E OF THE ARPT. THE ILG ATIS WAS RPTING 1600 BROKEN WITH 2 1/2 MI VISIBILITY, AND PHL ATIS WAS RPTING 1700 BROKEN AND 2 MI, HOWEVER, THE CHESTER COUNTY AWOS-3 HAD RPTED SKY PARTIALLY OBSCURED, 100 OVCST, WITH LESS THAN 1/4 MI VISIBILITY. I HAD OCCASIONAL GND CONTACT PRIOR TO DSNDING FOR THE ILS APCH. EVERYTHING WAS WELL UNDER CTL ON THE APCH, THE STATION HAD BEEN IDENTED, THE GEAR WAS DOWN, I HAD 1 NOTCH OF FLAPS, AIRSPD OF ABOUT 100 KTS, AND THE LOC AND GS NEEDLES WERE ALMOST CTRED (MAYBE A TAD HIGH ON THE GS), AIR WAS VERY SMOOTH. I WAS IN SOLID IMC AND UPON REACHING DECISION HEIGHT I DID NOT SEE THE RWY AND STARTED TO COME BACK ON THE YOKE AND BRING IN THE PWR FOR A MISSED APCH, WHEN I PICKED UP THE WHITE MARKINGS OF THE RWY. CHANGING MY MIND, I CHOPPED THE PWR, TOOK ANOTHER NOTCH OF FLAPS AND CHANGED MY MENTAL THOUGHT PROCESS FROM 'A MISSED APCH' TO 'LNDG THE AIRPLANE.' I HAD THE RWY FAINTLY IN SIGHT UNTIL A QUICK LOOK BACK IN THE COCKPIT TO VERIFY THE GAUGES, 3 GREEN LIGHTS, ETC, AND AS I WAS STARTING TO COME BACK ON THE YOKE TO FLARE THE AIRPLANE I BASICALLY EXPERIENCED A 'WHITE OUT' CONDITION LOSING VISUAL REFS. REALIZING I WAS ABOUT TO 'TOUCH DOWN,' I CONTINUED COMING BACK ON THE YOKE (HOWEVER, WAS APPARENTLY DRIFTING A LITTLE TO THE R AT THIS POINT), AND SHORTLY AFTER LNDG (WHAT APPEARED TO BE A RELATIVELY NORMAL TOUCH DOWN EXCEPT FOR LACK OF VISIBILITY) GOT OFF TO THE R SIDE OF THE RWY, DROPPING OFF INTO THE GRASS. I SLID ON THE WET GRASS (DID NOT HAVE CTL AT THIS POINT), AND JUST AS I FELT THE GEAR COLLAPSE, I SLID BACK UP ON TO THE RWY. AS THE NOSEWHEEL HIT THE LIP OR EDGE OF THE BLACKTOP, IT PUNCHED UP THROUGH THE BAGGAGE COMPARTMENT AND POPPED THE WINDSHIELD. I WAS NOW STOPPED ON THE RWY AND IMMEDIATELY SHUT DOWN THE R ENG, TURNED THE SWITCHES OFF (STROBES, PITOT HEAT, MAGS, MASTER, ETC) AND EXITED THE AIRPLANE.

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.