Narrative:

I switched frequency to the metatal unicom on 122.7 and radioed for an airport advisory. There was no response. I did not find this unusual as the operators of small uncontrolled fields are often fueling planes or attending to other business. With the winds at pontiac, only a few mins away, coming directly from the west, it looked like a toss up for metatal's only north/south runway. Still unable to raise the unicom, I turned wward in preparation for a pattern entry 45 degrees to the downwind leg of runway 36. By now I was close enough to see the wind sock hanging limp. Insignificant wind at this point I thought as I radioed my landing intentions. Prelndg checks were completed and position reports were given at downwind, base and final turns. Wing flaps at 10 degrees were a compromise between reduced ground speed and xwinds aloft. The wind was definitely westerly as it blew me slightly past the runway on my base to final turn. I was also somewhat high at this point. Touchdown occurred a little beyond the numbers. The aircraft was unable to stop before the end of the runway. Motion ceased on the grass just past the asphalt. I attempted to taxi the airplane back to the asphalt. The nosewheel dropped into small bumps or hollows in the grass and damaged the propeller. Due to difficult turning the plane in the grassy field I allowed the wing to contact a small sign at the edge of the field. I then elected to have the aircraft towed back to the hangar. In retrospect, the landing should have been aborted and attempted a second time. The wind was variable and seemed to come from the southwest as I walked toward the hangar. Most of my experience has been at larger controled airports with longer runways. The very few times I landed beyond the numbers there was plenty of room to coast to a stop. This experience will prove to be a valuable lesson in the necessity for aborting approachs that are less than perfect. The aircraft should not have moved after initially coming to stop in the grass.

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Original NASA ASRS Text

Title: LNDG OVERSHOT AND ACFT DAMAGED WHILE TRYING TO TAXI BACK ONTO THE RWY.

Narrative: I SWITCHED FREQ TO THE METATAL UNICOM ON 122.7 AND RADIOED FOR AN ARPT ADVISORY. THERE WAS NO RESPONSE. I DID NOT FIND THIS UNUSUAL AS THE OPERATORS OF SMALL UNCTLED FIELDS ARE OFTEN FUELING PLANES OR ATTENDING TO OTHER BUSINESS. WITH THE WINDS AT PONTIAC, ONLY A FEW MINS AWAY, COMING DIRECTLY FROM THE W, IT LOOKED LIKE A TOSS UP FOR METATAL'S ONLY N/S RWY. STILL UNABLE TO RAISE THE UNICOM, I TURNED WWARD IN PREPARATION FOR A PATTERN ENTRY 45 DEGS TO THE DOWNWIND LEG OF RWY 36. BY NOW I WAS CLOSE ENOUGH TO SEE THE WIND SOCK HANGING LIMP. INSIGNIFICANT WIND AT THIS POINT I THOUGHT AS I RADIOED MY LNDG INTENTIONS. PRELNDG CHKS WERE COMPLETED AND POS RPTS WERE GIVEN AT DOWNWIND, BASE AND FINAL TURNS. WING FLAPS AT 10 DEGS WERE A COMPROMISE BTWN REDUCED GND SPD AND XWINDS ALOFT. THE WIND WAS DEFINITELY WESTERLY AS IT BLEW ME SLIGHTLY PAST THE RWY ON MY BASE TO FINAL TURN. I WAS ALSO SOMEWHAT HIGH AT THIS POINT. TOUCHDOWN OCCURRED A LITTLE BEYOND THE NUMBERS. THE ACFT WAS UNABLE TO STOP BEFORE THE END OF THE RWY. MOTION CEASED ON THE GRASS JUST PAST THE ASPHALT. I ATTEMPTED TO TAXI THE AIRPLANE BACK TO THE ASPHALT. THE NOSEWHEEL DROPPED INTO SMALL BUMPS OR HOLLOWS IN THE GRASS AND DAMAGED THE PROP. DUE TO DIFFICULT TURNING THE PLANE IN THE GRASSY FIELD I ALLOWED THE WING TO CONTACT A SMALL SIGN AT THE EDGE OF THE FIELD. I THEN ELECTED TO HAVE THE ACFT TOWED BACK TO THE HANGAR. IN RETROSPECT, THE LNDG SHOULD HAVE BEEN ABORTED AND ATTEMPTED A SECOND TIME. THE WIND WAS VARIABLE AND SEEMED TO COME FROM THE SW AS I WALKED TOWARD THE HANGAR. MOST OF MY EXPERIENCE HAS BEEN AT LARGER CTLED ARPTS WITH LONGER RWYS. THE VERY FEW TIMES I LANDED BEYOND THE NUMBERS THERE WAS PLENTY OF ROOM TO COAST TO A STOP. THIS EXPERIENCE WILL PROVE TO BE A VALUABLE LESSON IN THE NECESSITY FOR ABORTING APCHS THAT ARE LESS THAN PERFECT. THE ACFT SHOULD NOT HAVE MOVED AFTER INITIALLY COMING TO STOP IN THE GRASS.

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.