Narrative:

Chain of events: I made initial contact with pdk tower (dekalb-peachtree airport) at 10 mi northeast of the airport. I was instructed by the controller to position the aircraft for a downwind for runway 2R. While monitoring the frequency for other traffic and calls, I realized that I had not received any further instructions as I reached 5 mi out. I called the tower and was instructed to 'follow traffic at my 11 O'clock position, cleared #3 for runway 2R.' after scanning for traffic I called 'no joy' and the tower requested that I overfly the field to enter a downwind for runway 2L. I accepted the request. As I entered the downwind for runway 2L, I was asked by the tower to 'keep it in tight' for traffic and spacing. I accepted the request again and made a teardrop entry to final for runway 2L. I touched down about 1/3 down the runway. My ground roll speed was too high to safely turn the plane and exit at the final taxiway G and I rolled off the end of the runway into a drop in elevation on the field. The aircraft did not suffer substantial damage, therefore this is not a reportable accident. Human performance considerations: as PIC I realize that I have final authority/authorized over the safe operation of the aircraft that I am flying. In close to the airport (in the pattern) with a 'dirty' airplane, the number of changes and adjustments should be limited. I should have replied 'unable' to the last request to keep it in tight or requested vectoring that would have allowed the separation from other aircraft while allowing me to stabilize my approach to final. An alternate could have been to just 'go around' once I realized my ground roll speed was too high.

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Original NASA ASRS Text

Title: A PLT WITH LIMITED EXPERIENCE ACCEPTS SEVERAL CLRNC CHANGES ARRIVING AT PDK, GA. INCLUDED WAS A RWY CHANGE AND A REQUEST FOR A SHORT APCH ON RWY 2L. THE LNDG WAS LONG AND THE ACFT ENDED UP OFF THE RWY AT THE FAR END WITH MINIMAL DAMAGE.

Narrative: CHAIN OF EVENTS: I MADE INITIAL CONTACT WITH PDK TWR (DEKALB-PEACHTREE ARPT) AT 10 MI NE OF THE ARPT. I WAS INSTRUCTED BY THE CTLR TO POS THE ACFT FOR A DOWNWIND FOR RWY 2R. WHILE MONITORING THE FREQ FOR OTHER TFC AND CALLS, I REALIZED THAT I HAD NOT RECEIVED ANY FURTHER INSTRUCTIONS AS I REACHED 5 MI OUT. I CALLED THE TWR AND WAS INSTRUCTED TO 'FOLLOW TFC AT MY 11 O'CLOCK POS, CLRED #3 FOR RWY 2R.' AFTER SCANNING FOR TFC I CALLED 'NO JOY' AND THE TWR REQUESTED THAT I OVERFLY THE FIELD TO ENTER A DOWNWIND FOR RWY 2L. I ACCEPTED THE REQUEST. AS I ENTERED THE DOWNWIND FOR RWY 2L, I WAS ASKED BY THE TWR TO 'KEEP IT IN TIGHT' FOR TFC AND SPACING. I ACCEPTED THE REQUEST AGAIN AND MADE A TEARDROP ENTRY TO FINAL FOR RWY 2L. I TOUCHED DOWN ABOUT 1/3 DOWN THE RWY. MY GND ROLL SPD WAS TOO HIGH TO SAFELY TURN THE PLANE AND EXIT AT THE FINAL TXWY G AND I ROLLED OFF THE END OF THE RWY INTO A DROP IN ELEVATION ON THE FIELD. THE ACFT DID NOT SUFFER SUBSTANTIAL DAMAGE, THEREFORE THIS IS NOT A REPORTABLE ACCIDENT. HUMAN PERFORMANCE CONSIDERATIONS: AS PIC I REALIZE THAT I HAVE FINAL AUTH OVER THE SAFE OP OF THE ACFT THAT I AM FLYING. IN CLOSE TO THE ARPT (IN THE PATTERN) WITH A 'DIRTY' AIRPLANE, THE NUMBER OF CHANGES AND ADJUSTMENTS SHOULD BE LIMITED. I SHOULD HAVE REPLIED 'UNABLE' TO THE LAST REQUEST TO KEEP IT IN TIGHT OR REQUESTED VECTORING THAT WOULD HAVE ALLOWED THE SEPARATION FROM OTHER ACFT WHILE ALLOWING ME TO STABILIZE MY APCH TO FINAL. AN ALTERNATE COULD HAVE BEEN TO JUST 'GO AROUND' ONCE I REALIZED MY GND ROLL SPD WAS TOO HIGH.

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.