Narrative:

Parachutists were dropped at approximately 6000 ft AGL. Previously, on climb out, moderate turbulence was experienced from surface to 1500 ft AGL. Surface winds were gusty from southeast at greater than 15 KTS. Descent was normal to 1500 ft, where moderate turbulence was again experienced. On final approach, airspeed was kept too high, approximately 95 mph, and flaps were not extended until short final. It was my perception that with the very gusty crosswind (we have only 1, a north/south runway), I should keep my speed up for changes of wind shear. I was however, light as I had dropped 4 jumpers and was alone in the airplane. The late addition of flaps did not offer the descent path to which I was accustomed, and I touched down long and fast on our approximately 2500 ft grass runway, which was wet from rain. Braking action was minimal and the tires skidded, pumping them helped some but not significantly. I believed that it was going to be able to fully stop, and indeed was nearly stopped when reaching the end of the runway where there is a small ditch before an east/west road, perpendicular to the runway. The aircraft slid into the ditch, striking the propeller and the right (line of flight) wingtip. The wingtip damage was limited to about an 8 inch diameter area of skin that was compressed. Failure to go around is probably the main action that caused this incident. Factors were a reluctance to reenter the surface turbulence, a sewage treatment plant across the street with power lines, and the expectation that the airplane would fully stop (it nearly did). Earlier recognition of a bad setup would have allowed a go around without getting 'into the hole' where few options remained.

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Original NASA ASRS Text

Title: LNDG PROC LNDG OVERSHOT RESULTING IN RWY EXCURSION AT END OF RWY. ACFT DAMAGED 1 PROP, WINGTIP. NON TWR PVT ARPT.

Narrative: PARACHUTISTS WERE DROPPED AT APPROX 6000 FT AGL. PREVIOUSLY, ON CLBOUT, MODERATE TURB WAS EXPERIENCED FROM SURFACE TO 1500 FT AGL. SURFACE WINDS WERE GUSTY FROM SE AT GREATER THAN 15 KTS. DSCNT WAS NORMAL TO 1500 FT, WHERE MODERATE TURB WAS AGAIN EXPERIENCED. ON FINAL APCH, AIRSPD WAS KEPT TOO HIGH, APPROX 95 MPH, AND FLAPS WERE NOT EXTENDED UNTIL SHORT FINAL. IT WAS MY PERCEPTION THAT WITH THE VERY GUSTY XWIND (WE HAVE ONLY 1, A N/S RWY), I SHOULD KEEP MY SPD UP FOR CHANGES OF WIND SHEAR. I WAS HOWEVER, LIGHT AS I HAD DROPPED 4 JUMPERS AND WAS ALONE IN THE AIRPLANE. THE LATE ADDITION OF FLAPS DID NOT OFFER THE DSCNT PATH TO WHICH I WAS ACCUSTOMED, AND I TOUCHED DOWN LONG AND FAST ON OUR APPROX 2500 FT GRASS RWY, WHICH WAS WET FROM RAIN. BRAKING ACTION WAS MINIMAL AND THE TIRES SKIDDED, PUMPING THEM HELPED SOME BUT NOT SIGNIFICANTLY. I BELIEVED THAT IT WAS GOING TO BE ABLE TO FULLY STOP, AND INDEED WAS NEARLY STOPPED WHEN REACHING THE END OF THE RWY WHERE THERE IS A SMALL DITCH BEFORE AN E/W ROAD, PERPENDICULAR TO THE RWY. THE ACFT SLID INTO THE DITCH, STRIKING THE PROP AND THE R (LINE OF FLT) WINGTIP. THE WINGTIP DAMAGE WAS LIMITED TO ABOUT AN 8 INCH DIAMETER AREA OF SKIN THAT WAS COMPRESSED. FAILURE TO GAR IS PROBABLY THE MAIN ACTION THAT CAUSED THIS INCIDENT. FACTORS WERE A RELUCTANCE TO REENTER THE SURFACE TURB, A SEWAGE TREATMENT PLANT ACROSS THE STREET WITH PWR LINES, AND THE EXPECTATION THAT THE AIRPLANE WOULD FULLY STOP (IT NEARLY DID). EARLIER RECOGNITION OF A BAD SETUP WOULD HAVE ALLOWED A GAR WITHOUT GETTING 'INTO THE HOLE' WHERE FEW OPTIONS REMAINED.

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.