Narrative:

I noticed a bit of drift toward the left side of the runway. Small correction rectred the aircraft's position. Power reduction, roundout and flare all normal. First indication of trouble was an unexpected lengthy float time. By the time I noticed the aircraft's movement toward the left side runway lights, I was practically on the runway and at the landing stall. My first reaction was full throttle and higher nose up pitch. This allowed me to miss the first runway light in my path. I still had nose up pitch and was now trying to gradually bank to the right to reach the runway surface. My right main went through a snow bank causing my left main and nosewheel to contact the snow as well. The airplane came to a complete stop with the right wingtip approximately 25 ft left of the left side runway lights. Nosewheel was broken off. Nose strut was bent under belly. Lower cowling was crumpled. Propeller blades curled back. Power had been reduced when ground contact was obviously going to occur. I am unsure of total engine damage. After the wreck, I checked my planning and found an error in my weight and balance computations. My initial computation gave me a calculated ramp weight of 3793 pounds. My error was using 2283 pounds as the basic empty weight of the airplane. This was the basic empty weight of an aircraft I had recently exchanged. The actual basic empty weight was 2386 pounds. This was a difference of over 100 pounds and put the aircraft 81 pounds over limit on the taxi roll and takeoff. This extra weight could have and probably was a factor in my inability to climb out on the go around attempt.

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Original NASA ASRS Text

Title: AN ATX FRTR PLT DAMAGED HIS ACFT WHEN HE DRIFTED OFF THE SIDE OF THE RWY.

Narrative: I NOTICED A BIT OF DRIFT TOWARD THE L SIDE OF THE RWY. SMALL CORRECTION RECTRED THE ACFT'S POS. PWR REDUCTION, ROUNDOUT AND FLARE ALL NORMAL. FIRST INDICATION OF TROUBLE WAS AN UNEXPECTED LENGTHY FLOAT TIME. BY THE TIME I NOTICED THE ACFT'S MOVEMENT TOWARD THE L SIDE RWY LIGHTS, I WAS PRACTICALLY ON THE RWY AND AT THE LNDG STALL. MY FIRST REACTION WAS FULL THROTTLE AND HIGHER NOSE UP PITCH. THIS ALLOWED ME TO MISS THE FIRST RWY LIGHT IN MY PATH. I STILL HAD NOSE UP PITCH AND WAS NOW TRYING TO GRADUALLY BANK TO THE R TO REACH THE RWY SURFACE. MY R MAIN WENT THROUGH A SNOW BANK CAUSING MY L MAIN AND NOSEWHEEL TO CONTACT THE SNOW AS WELL. THE AIRPLANE CAME TO A COMPLETE STOP WITH THE R WINGTIP APPROX 25 FT L OF THE L SIDE RWY LIGHTS. NOSEWHEEL WAS BROKEN OFF. NOSE STRUT WAS BENT UNDER BELLY. LOWER COWLING WAS CRUMPLED. PROP BLADES CURLED BACK. PWR HAD BEEN REDUCED WHEN GND CONTACT WAS OBVIOUSLY GOING TO OCCUR. I AM UNSURE OF TOTAL ENG DAMAGE. AFTER THE WRECK, I CHKED MY PLANNING AND FOUND AN ERROR IN MY WT AND BAL COMPUTATIONS. MY INITIAL COMPUTATION GAVE ME A CALCULATED RAMP WT OF 3793 LBS. MY ERROR WAS USING 2283 LBS AS THE BASIC EMPTY WT OF THE AIRPLANE. THIS WAS THE BASIC EMPTY WT OF AN ACFT I HAD RECENTLY EXCHANGED. THE ACTUAL BASIC EMPTY WT WAS 2386 LBS. THIS WAS A DIFFERENCE OF OVER 100 LBS AND PUT THE ACFT 81 LBS OVER LIMIT ON THE TAXI ROLL AND TKOF. THIS EXTRA WT COULD HAVE AND PROBABLY WAS A FACTOR IN MY INABILITY TO CLB OUT ON THE GAR ATTEMPT.

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.