Narrative:

On sep/xa/98, I was on a training mission for a nonprofit organization. Upon return of the flight, I noticed some thunderstorm activity in the airport vicinity. I entered the landing pattern on a 45 degree downwind (left) entry to land on runway 24. After I reported to the tower that I was established downwind, I asked for a wind check. The current wind was 180 degrees at 7 KTS and then the controller replied the wind was variable between 180 degrees and 120 degrees and that she would further advise. As I approached the 180 degree position, I began to enter moderate to heavy rain. At this point, I made a conscious decision to get this plane on the deck. As I came off the abeam position, I was slightly high and moving from on-speed to fast. I kept a tight approach to final (should have extended downwind further) and then rolled out on final, high and fast. I had the power at idle and selected full flaps. I began to slip the aircraft and reached the GS, but I was approximately 5-10 KTS faster than normal approach speed. As I crossed the runway threshold, with the power at idle, I began to enter ground effect. During this time, the wind switched to a 10-15 KT tailwind. I began to float down the runway and touched down approximately at midfield. Usable runway length was 2822 ft. Instead of initiating a go around, I attempted to land and then stop the aircraft. I was not aware that the rain, which I encountered only at the 180 degree, had left a fine mist on the runway. As I began to brake, the aircraft began to fishtail back and forth. I let off the brakes for a brief moment and then reapplied firmly to slow down. The aircraft began to decelerate slowly and started skidding. As we neared the end of the runway, I tried to make a right turnoff, but the plane continued to skid. Once it looked like we were about to leave the controled surface, I placed my arm across my passenger and began reaching for the mixture handle, at which point we impacted a chain link fence at a relatively low speed. Both the passenger and myself exited the aircraft on our own accord. There were no injuries and there was minimal damage to the aircraft. Looking back on the sequence of events leading up to the incident, there are several great lessons learned: 1) I should have extended downwind instead of making such a tight pattern. 2) once I floated past the 1/3 marker, I should have executed a go around, and then re-entered for the opposite runway. 3) once committed to the landing (stopping the aircraft) as soon as I realized that we would be leaving the controled surface, I should have immediately secured the propeller. 4) never take for granted your experience level from military training in high performance aircraft. Understand and respect the equipment you operate. 5) constantly assess WX and repercussions that could impose on your flight. 6) review short field operations -- especially if landing with a tailwind, and never allow yourself to fly outside of the aviation box you have established for yourself. Set personal requirements and rules (refer to #2) and do not deviate.

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Original NASA ASRS Text

Title: A LNDG SF260 SMA LANDS LONG AND HOT ON A WET RWY WITH A TAILWIND. PLT IS SURPRISED WHEN HE SUFFERED A RWY EXCURSION AT THE OTHER END.

Narrative: ON SEP/XA/98, I WAS ON A TRAINING MISSION FOR A NONPROFIT ORGANIZATION. UPON RETURN OF THE FLT, I NOTICED SOME TSTM ACTIVITY IN THE ARPT VICINITY. I ENTERED THE LNDG PATTERN ON A 45 DEG DOWNWIND (L) ENTRY TO LAND ON RWY 24. AFTER I RPTED TO THE TWR THAT I WAS ESTABLISHED DOWNWIND, I ASKED FOR A WIND CHK. THE CURRENT WIND WAS 180 DEGS AT 7 KTS AND THEN THE CTLR REPLIED THE WIND WAS VARIABLE BTWN 180 DEGS AND 120 DEGS AND THAT SHE WOULD FURTHER ADVISE. AS I APCHED THE 180 DEG POS, I BEGAN TO ENTER MODERATE TO HVY RAIN. AT THIS POINT, I MADE A CONSCIOUS DECISION TO GET THIS PLANE ON THE DECK. AS I CAME OFF THE ABEAM POS, I WAS SLIGHTLY HIGH AND MOVING FROM ON-SPD TO FAST. I KEPT A TIGHT APCH TO FINAL (SHOULD HAVE EXTENDED DOWNWIND FURTHER) AND THEN ROLLED OUT ON FINAL, HIGH AND FAST. I HAD THE PWR AT IDLE AND SELECTED FULL FLAPS. I BEGAN TO SLIP THE ACFT AND REACHED THE GS, BUT I WAS APPROX 5-10 KTS FASTER THAN NORMAL APCH SPD. AS I CROSSED THE RWY THRESHOLD, WITH THE PWR AT IDLE, I BEGAN TO ENTER GND EFFECT. DURING THIS TIME, THE WIND SWITCHED TO A 10-15 KT TAILWIND. I BEGAN TO FLOAT DOWN THE RWY AND TOUCHED DOWN APPROX AT MIDFIELD. USABLE RWY LENGTH WAS 2822 FT. INSTEAD OF INITIATING A GAR, I ATTEMPTED TO LAND AND THEN STOP THE ACFT. I WAS NOT AWARE THAT THE RAIN, WHICH I ENCOUNTERED ONLY AT THE 180 DEG, HAD LEFT A FINE MIST ON THE RWY. AS I BEGAN TO BRAKE, THE ACFT BEGAN TO FISHTAIL BACK AND FORTH. I LET OFF THE BRAKES FOR A BRIEF MOMENT AND THEN REAPPLIED FIRMLY TO SLOW DOWN. THE ACFT BEGAN TO DECELERATE SLOWLY AND STARTED SKIDDING. AS WE NEARED THE END OF THE RWY, I TRIED TO MAKE A R TURNOFF, BUT THE PLANE CONTINUED TO SKID. ONCE IT LOOKED LIKE WE WERE ABOUT TO LEAVE THE CTLED SURFACE, I PLACED MY ARM ACROSS MY PAX AND BEGAN REACHING FOR THE MIXTURE HANDLE, AT WHICH POINT WE IMPACTED A CHAIN LINK FENCE AT A RELATIVELY LOW SPD. BOTH THE PAX AND MYSELF EXITED THE ACFT ON OUR OWN ACCORD. THERE WERE NO INJURIES AND THERE WAS MINIMAL DAMAGE TO THE ACFT. LOOKING BACK ON THE SEQUENCE OF EVENTS LEADING UP TO THE INCIDENT, THERE ARE SEVERAL GREAT LESSONS LEARNED: 1) I SHOULD HAVE EXTENDED DOWNWIND INSTEAD OF MAKING SUCH A TIGHT PATTERN. 2) ONCE I FLOATED PAST THE 1/3 MARKER, I SHOULD HAVE EXECUTED A GAR, AND THEN RE-ENTERED FOR THE OPPOSITE RWY. 3) ONCE COMMITTED TO THE LNDG (STOPPING THE ACFT) AS SOON AS I REALIZED THAT WE WOULD BE LEAVING THE CTLED SURFACE, I SHOULD HAVE IMMEDIATELY SECURED THE PROP. 4) NEVER TAKE FOR GRANTED YOUR EXPERIENCE LEVEL FROM MIL TRAINING IN HIGH PERFORMANCE ACFT. UNDERSTAND AND RESPECT THE EQUIP YOU OPERATE. 5) CONSTANTLY ASSESS WX AND REPERCUSSIONS THAT COULD IMPOSE ON YOUR FLT. 6) REVIEW SHORT FIELD OPS -- ESPECIALLY IF LNDG WITH A TAILWIND, AND NEVER ALLOW YOURSELF TO FLY OUTSIDE OF THE AVIATION BOX YOU HAVE ESTABLISHED FOR YOURSELF. SET PERSONAL REQUIREMENTS AND RULES (REFER TO #2) AND DO NOT DEVIATE.

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.