Narrative:

Prior to reaching crescent city airport, approximately 20-30 mi out, I received another update on the WX there that showed the WX was 200 ft overcast and visibility 3/4 mi in fog, WX that met the mins for the ILS runway 11 approach. I was cleared to the VOR at or above 4000 ft and cleared for the approach. I executed the full procedure and tracked the localizer and GS down to mins, always within a half DOT. At 280 ft MSL, I broke out of the marine cloud layer and had the runway in sight. I touched down approximately 1/2 way down the runway and applied the brakes. For an unknown reason, the brakes locked up on both sides and the aircraft skidded immediately. I released brake pressure and reapplied even more gently. The tires skidded again, I continued to set and release the brakes with the same result. As I neared the last thousand ft of runway, I continued to attempt to brake without a skid. As I realized we would run off the end of the runway, and braking effectiveness was still close to nil, I applied full braking and concentrated on stopping the aircraft prior to the end of the runway. As we reached the end of the runway (aircraft still in a skid), I saw we were heading for the runway threshold lamps. To avoid striking the lamps with the propeller or landing gear, I pulled back hard on the control column and used the rudder pedals to attempt to steer the aircraft so as to let the lamp pass between the nose and right hand main landing gear. As we exited the runway into the moist grass, the aircraft slid straight ahead and across a small 'furrow' in the soil. At this point I secured the aircraft as the right hand main gear collapsed into its wheel well as it hit the 'furrow.' the right hand wing tip and horizontal stabilizer contacted the ground and the airplane stopped. I opened the left hand door, checked the condition of the passenger and helped them evacuate/evacuation. The chain of events just described occurred very quickly and the skidding off the runway and eventual gear collapse took place with almost no feeling of impact or turbulence. The damage was limited to a cracked fiberglass wingtip and wrinkled horizontal stabilizer and aft belly skin. There was no propeller strike or other damage. The situation was termed an incident by authorities. The contributing factors involved in this incident include my flying the approach at a flap setting of 10 degrees and thus an airspeed above the normal landing speed. Additionally, once the runway was in sight at mins, landing was made without further flaps. Once the landing was made, a combination of a moist runway (due to the fog), and a fast landing speed, greatly reduced brake effectiveness. This, together with the fact the touchdown was made on the second half of the runway, increased the risk of running off the end of the runway during braking. In the future I will fly instrument approachs in the aircraft at a slower speed, with more flap, and increase the flap setting once the runway is in sight, while slowing to landing speed. Also, I will keep in mind that foggy conditions may in fact decrease braking effectiveness. Further, if anything doesn't seem right during the approach or the landing phase, I will go around, regroup, and fly the approach again with the necessary changes. It is too easy to feel rushed and too committed to landing, even if things aren't exactly as they should be.

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Original NASA ASRS Text

Title: CORP PLT MAKES FAST ILS APCH USING LESS THAN NORMAL FLAPS. BRAKES LOCK UP WHEN APPLIED ON WET RWY. SKIDS OFF END OF RWY.

Narrative: PRIOR TO REACHING CRESCENT CITY ARPT, APPROX 20-30 MI OUT, I RECEIVED ANOTHER UPDATE ON THE WX THERE THAT SHOWED THE WX WAS 200 FT OVCST AND VISIBILITY 3/4 MI IN FOG, WX THAT MET THE MINS FOR THE ILS RWY 11 APCH. I WAS CLRED TO THE VOR AT OR ABOVE 4000 FT AND CLRED FOR THE APCH. I EXECUTED THE FULL PROC AND TRACKED THE LOC AND GS DOWN TO MINS, ALWAYS WITHIN A HALF DOT. AT 280 FT MSL, I BROKE OUT OF THE MARINE CLOUD LAYER AND HAD THE RWY IN SIGHT. I TOUCHED DOWN APPROX 1/2 WAY DOWN THE RWY AND APPLIED THE BRAKES. FOR AN UNKNOWN REASON, THE BRAKES LOCKED UP ON BOTH SIDES AND THE ACFT SKIDDED IMMEDIATELY. I RELEASED BRAKE PRESSURE AND REAPPLIED EVEN MORE GENTLY. THE TIRES SKIDDED AGAIN, I CONTINUED TO SET AND RELEASE THE BRAKES WITH THE SAME RESULT. AS I NEARED THE LAST THOUSAND FT OF RWY, I CONTINUED TO ATTEMPT TO BRAKE WITHOUT A SKID. AS I REALIZED WE WOULD RUN OFF THE END OF THE RWY, AND BRAKING EFFECTIVENESS WAS STILL CLOSE TO NIL, I APPLIED FULL BRAKING AND CONCENTRATED ON STOPPING THE ACFT PRIOR TO THE END OF THE RWY. AS WE REACHED THE END OF THE RWY (ACFT STILL IN A SKID), I SAW WE WERE HDG FOR THE RWY THRESHOLD LAMPS. TO AVOID STRIKING THE LAMPS WITH THE PROP OR LNDG GEAR, I PULLED BACK HARD ON THE CTL COLUMN AND USED THE RUDDER PEDALS TO ATTEMPT TO STEER THE ACFT SO AS TO LET THE LAMP PASS BTWN THE NOSE AND R HAND MAIN LNDG GEAR. AS WE EXITED THE RWY INTO THE MOIST GRASS, THE ACFT SLID STRAIGHT AHEAD AND ACROSS A SMALL 'FURROW' IN THE SOIL. AT THIS POINT I SECURED THE ACFT AS THE R HAND MAIN GEAR COLLAPSED INTO ITS WHEEL WELL AS IT HIT THE 'FURROW.' THE R HAND WING TIP AND HORIZ STABILIZER CONTACTED THE GND AND THE AIRPLANE STOPPED. I OPENED THE L HAND DOOR, CHKED THE CONDITION OF THE PAX AND HELPED THEM EVAC. THE CHAIN OF EVENTS JUST DESCRIBED OCCURRED VERY QUICKLY AND THE SKIDDING OFF THE RWY AND EVENTUAL GEAR COLLAPSE TOOK PLACE WITH ALMOST NO FEELING OF IMPACT OR TURB. THE DAMAGE WAS LIMITED TO A CRACKED FIBERGLASS WINGTIP AND WRINKLED HORIZ STABILIZER AND AFT BELLY SKIN. THERE WAS NO PROP STRIKE OR OTHER DAMAGE. THE SITUATION WAS TERMED AN INCIDENT BY AUTHORITIES. THE CONTRIBUTING FACTORS INVOLVED IN THIS INCIDENT INCLUDE MY FLYING THE APCH AT A FLAP SETTING OF 10 DEGS AND THUS AN AIRSPD ABOVE THE NORMAL LNDG SPD. ADDITIONALLY, ONCE THE RWY WAS IN SIGHT AT MINS, LNDG WAS MADE WITHOUT FURTHER FLAPS. ONCE THE LNDG WAS MADE, A COMBINATION OF A MOIST RWY (DUE TO THE FOG), AND A FAST LNDG SPD, GREATLY REDUCED BRAKE EFFECTIVENESS. THIS, TOGETHER WITH THE FACT THE TOUCHDOWN WAS MADE ON THE SECOND HALF OF THE RWY, INCREASED THE RISK OF RUNNING OFF THE END OF THE RWY DURING BRAKING. IN THE FUTURE I WILL FLY INST APCHS IN THE ACFT AT A SLOWER SPD, WITH MORE FLAP, AND INCREASE THE FLAP SETTING ONCE THE RWY IS IN SIGHT, WHILE SLOWING TO LNDG SPD. ALSO, I WILL KEEP IN MIND THAT FOGGY CONDITIONS MAY IN FACT DECREASE BRAKING EFFECTIVENESS. FURTHER, IF ANYTHING DOESN'T SEEM RIGHT DURING THE APCH OR THE LNDG PHASE, I WILL GAR, REGROUP, AND FLY THE APCH AGAIN WITH THE NECESSARY CHANGES. IT IS TOO EASY TO FEEL RUSHED AND TOO COMMITTED TO LNDG, EVEN IF THINGS AREN'T EXACTLY AS THEY SHOULD BE.

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.