A C182 pilot runs off the end of runway 35 at phl due to an unstabilized approach and crosswind.

Attributes
ACN	610508
Time
Date	200403
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Weather Elements	Turbulence
Light	Daylight
Aircraft 1
Controlling Facilities	tower : zzz.tower
Operator	general aviation : personal
Make Model Name	Skylane 182/RG Turbo Skylane/RG
Operating Under FAR Part	Part 91
Flight Phase	descent : approach landing : roll
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : zzz.tower
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	descent : approach
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : multi engine pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 150 flight time total : 3640 flight time type : 300
ASRS Report	610508
Events
Anomaly	excursion : runway inflight encounter : turbulence other anomaly other anomaly other anomaly
Independent Detector	other flight crewa
Resolutory Action	other
Consequence	faa : reviewed incident with flight crew other
Supplementary
Problem Areas	Environmental Factor Flight Crew Human Performance Weather ATC Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I was on approach to ZZZ, runway 35 in a C182. The tower controller requested best forward speed to the runway. I recall there was traffic following me for the runway. At approximately mid-river on the approach, and established on the VASI, I reduced power to idle, but maintained a higher approach speed. The winds were, as I recall, 280 degrees at 14 KTS or 16 KTS, gusting to 20 KTS. The air was quite turbulent and I had my hands full keeping my runway alignment with the turbulence. The aircraft touched down, but with the wind gusts, lifted back off into the air. This happened several times while I worked to maintain directional control in the gusty crosswind. I landed, but as I approached the departure end of the runway, I realized I would not be able to stop, so I steered slightly left to avoid lights and went up a paved service road. I then steered the aircraft to the right onto the grass to avoid the next set of lights which were part of the approach lighting for runway 17. The aircraft came to a stop in the wet grass and dirt with the nosewheel approximately 15 ft off the paved surface. I notified the tower controller that I overran the runway and was stopped, in the grass off runway 35. The aircraft was secured and there was no injury to persons on board. The aircraft was manually pushed back onto the paved surface, turned around and pushed to the edge of the runway. At that point, noting no damage to the aircraft, I started the aircraft, contacted tower to taxi clear of the runway overrun to the FBO and received taxi clearance. I taxied to the FBO and shut down. The aircraft was visually checked by the FAA FSDO inspector who responded and he confirmed there was no apparent damage. Human performance considerations: 1) I should not have accepted runway 35 given the crosswind situation, and requested runway 26 instead. 2) I should have reduced speed earlier and not tried to be so accommodating to the tower controller, and other traffic behind me. 3) I should have elected to initiate a go around. None of these actions happened because I felt that I could successfully complete the approach and landing. Poor decision making on my part.

Original NASA ASRS Text

Title: A C182 PLT RUNS OFF THE END OF RWY 35 AT PHL DUE TO AN UNSTABILIZED APCH AND XWIND.

Narrative: I WAS ON APCH TO ZZZ, RWY 35 IN A C182. THE TWR CTLR REQUESTED BEST FORWARD SPD TO THE RWY. I RECALL THERE WAS TFC FOLLOWING ME FOR THE RWY. AT APPROX MID-RIVER ON THE APCH, AND ESTABLISHED ON THE VASI, I REDUCED PWR TO IDLE, BUT MAINTAINED A HIGHER APCH SPD. THE WINDS WERE, AS I RECALL, 280 DEGS AT 14 KTS OR 16 KTS, GUSTING TO 20 KTS. THE AIR WAS QUITE TURBULENT AND I HAD MY HANDS FULL KEEPING MY RWY ALIGNMENT WITH THE TURB. THE ACFT TOUCHED DOWN, BUT WITH THE WIND GUSTS, LIFTED BACK OFF INTO THE AIR. THIS HAPPENED SEVERAL TIMES WHILE I WORKED TO MAINTAIN DIRECTIONAL CTL IN THE GUSTY XWIND. I LANDED, BUT AS I APCHED THE DEP END OF THE RWY, I REALIZED I WOULD NOT BE ABLE TO STOP, SO I STEERED SLIGHTLY L TO AVOID LIGHTS AND WENT UP A PAVED SVC ROAD. I THEN STEERED THE ACFT TO THE R ONTO THE GRASS TO AVOID THE NEXT SET OF LIGHTS WHICH WERE PART OF THE APCH LIGHTING FOR RWY 17. THE ACFT CAME TO A STOP IN THE WET GRASS AND DIRT WITH THE NOSEWHEEL APPROX 15 FT OFF THE PAVED SURFACE. I NOTIFIED THE TWR CTLR THAT I OVERRAN THE RWY AND WAS STOPPED, IN THE GRASS OFF RWY 35. THE ACFT WAS SECURED AND THERE WAS NO INJURY TO PERSONS ON BOARD. THE ACFT WAS MANUALLY PUSHED BACK ONTO THE PAVED SURFACE, TURNED AROUND AND PUSHED TO THE EDGE OF THE RWY. AT THAT POINT, NOTING NO DAMAGE TO THE ACFT, I STARTED THE ACFT, CONTACTED TWR TO TAXI CLR OF THE RWY OVERRUN TO THE FBO AND RECEIVED TAXI CLRNC. I TAXIED TO THE FBO AND SHUT DOWN. THE ACFT WAS VISUALLY CHKED BY THE FAA FSDO INSPECTOR WHO RESPONDED AND HE CONFIRMED THERE WAS NO APPARENT DAMAGE. HUMAN PERFORMANCE CONSIDERATIONS: 1) I SHOULD NOT HAVE ACCEPTED RWY 35 GIVEN THE XWIND SIT, AND REQUESTED RWY 26 INSTEAD. 2) I SHOULD HAVE REDUCED SPD EARLIER AND NOT TRIED TO BE SO ACCOMMODATING TO THE TWR CTLR, AND OTHER TFC BEHIND ME. 3) I SHOULD HAVE ELECTED TO INITIATE A GAR. NONE OF THESE ACTIONS HAPPENED BECAUSE I FELT THAT I COULD SUCCESSFULLY COMPLETE THE APCH AND LNDG. POOR DECISION MAKING ON MY PART.

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.