Narrative:

I was on an IFR flight in VFR conditions from ZZZ1 to ZZZ at 6000 ft (running a little late to make a business meeting), and was switching to ZZZ approach control around abcde intersection. I was given direct to ZZZ and lower to 3000 ft. I obtained wind (low, out of the south) and altimeter information from ZZZ2 ATIS, called ZZZ unicom asking them to call a taxi, and proceeded to slowly lower power and altitude to 3000 ft. Due to some low clouds, I didn't see the airport until about 6-7 mi out and I was lined up with the north runway. After canceling my IFR, I switched to unicom and called my position at 5 mi south. I was way high, so I cut power to about 20 inches, put in 1 notch of flaps, and lowered the gear to get around 1200 FPM descent rate. I was flying northeast to try to get east of the field for my downwind. The airport called to tell me that my taxi was waiting, which put a little pressure on me to hurry. By the time I was adjacent to the field. I was still sinking pretty fast and was too close to the field on downwind. I got my airspeed and sink rate under control by the time I was adjacent to the north end of the field, and I was trying to widen out, but I was also about 300 ft below pattern altitude of around 2180 ft and still too close. The downtown ZZZ buildings were looming ahead, looking pretty high, and I decided to go ahead and call base, knowing I was too close to the field for a comfortable turn. However, I elected to make a tight turn and see how I came out. I was turning at around 30 degrees bank and 120 KTS. I was afraid to turn much tighter and also get too low in such a tight turn. By the time I was parallel with runway 16, I was 100-200 yards too far west. I thought about making a go around at that time, and should have done so, but I was also feeling pressed for time, so I elected to continue my tight turn to get lined up with the runway. By the time I got lined up, I was short, high, and fast. Again, I should have made a go around. However, I elected to chop the power and try to land. By the time I was about down, I had used up quite a bit of runway and was still a little over my 80-85 KTS landing speed. I had an opportunity to make a go around again at that time, but I must have been mentally committed to the landing, did not fully appreciate how short the field was, and forced ahead. As soon as I was on the ground, I sat on the brakes as hard as I could and got good braking action, but couldn't get stopped. By the time I realized that I wasn't going to stop on the runway, there seemed little to do but ride it out. The plane traveled about 50 ft beyond the runway, was about topped, but went into a deep creek, nosing in and flipping over. I did not have much sense of momentum when I went into the creek and took very little impact. As I look back, I did not get off in time to leave myself enough time to make the flight and comfortably get to downtown ZZZ for a business meeting. The fact that a taxi was waiting for me put additional pressure on [me] to get on the ground. Even though I may have had to hurry down to pattern altitude after seeing the airport, this time pressure contributed to poor decisions upon arrival. I have not been practicing lndgs and have been flying into long fields where there has been no pressure to hit the numbers. This lack of practice has caused my sense of the distance required to make safe turns to the airport to deteriorate. Also, I can't remember ever having had to make a go around because of bad entry planning. I have not been practicing gars and feel I was not mentally conditioned for this eventuality.

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Original NASA ASRS Text

Title: VISUAL APCH TO A NON TWR ARPT. AFTER A LONG, HIGH SPD APCH WITH A RWY OVERSHOOT, A BE58 PLT FAILS TO STOP HIS ACFT BEFORE GOING OFF THE END OF THE RWY AND INTO A DEEP CREEK.

Narrative: I WAS ON AN IFR FLT IN VFR CONDITIONS FROM ZZZ1 TO ZZZ AT 6000 FT (RUNNING A LITTLE LATE TO MAKE A BUSINESS MEETING), AND WAS SWITCHING TO ZZZ APCH CTL AROUND ABCDE INTXN. I WAS GIVEN DIRECT TO ZZZ AND LOWER TO 3000 FT. I OBTAINED WIND (LOW, OUT OF THE S) AND ALTIMETER INFO FROM ZZZ2 ATIS, CALLED ZZZ UNICOM ASKING THEM TO CALL A TAXI, AND PROCEEDED TO SLOWLY LOWER PWR AND ALT TO 3000 FT. DUE TO SOME LOW CLOUDS, I DIDN'T SEE THE ARPT UNTIL ABOUT 6-7 MI OUT AND I WAS LINED UP WITH THE N RWY. AFTER CANCELING MY IFR, I SWITCHED TO UNICOM AND CALLED MY POS AT 5 MI S. I WAS WAY HIGH, SO I CUT PWR TO ABOUT 20 INCHES, PUT IN 1 NOTCH OF FLAPS, AND LOWERED THE GEAR TO GET AROUND 1200 FPM DSCNT RATE. I WAS FLYING NE TO TRY TO GET E OF THE FIELD FOR MY DOWNWIND. THE ARPT CALLED TO TELL ME THAT MY TAXI WAS WAITING, WHICH PUT A LITTLE PRESSURE ON ME TO HURRY. BY THE TIME I WAS ADJACENT TO THE FIELD. I WAS STILL SINKING PRETTY FAST AND WAS TOO CLOSE TO THE FIELD ON DOWNWIND. I GOT MY AIRSPD AND SINK RATE UNDER CTL BY THE TIME I WAS ADJACENT TO THE N END OF THE FIELD, AND I WAS TRYING TO WIDEN OUT, BUT I WAS ALSO ABOUT 300 FT BELOW PATTERN ALT OF AROUND 2180 FT AND STILL TOO CLOSE. THE DOWNTOWN ZZZ BUILDINGS WERE LOOMING AHEAD, LOOKING PRETTY HIGH, AND I DECIDED TO GO AHEAD AND CALL BASE, KNOWING I WAS TOO CLOSE TO THE FIELD FOR A COMFORTABLE TURN. HOWEVER, I ELECTED TO MAKE A TIGHT TURN AND SEE HOW I CAME OUT. I WAS TURNING AT AROUND 30 DEGS BANK AND 120 KTS. I WAS AFRAID TO TURN MUCH TIGHTER AND ALSO GET TOO LOW IN SUCH A TIGHT TURN. BY THE TIME I WAS PARALLEL WITH RWY 16, I WAS 100-200 YARDS TOO FAR W. I THOUGHT ABOUT MAKING A GAR AT THAT TIME, AND SHOULD HAVE DONE SO, BUT I WAS ALSO FEELING PRESSED FOR TIME, SO I ELECTED TO CONTINUE MY TIGHT TURN TO GET LINED UP WITH THE RWY. BY THE TIME I GOT LINED UP, I WAS SHORT, HIGH, AND FAST. AGAIN, I SHOULD HAVE MADE A GAR. HOWEVER, I ELECTED TO CHOP THE PWR AND TRY TO LAND. BY THE TIME I WAS ABOUT DOWN, I HAD USED UP QUITE A BIT OF RWY AND WAS STILL A LITTLE OVER MY 80-85 KTS LNDG SPD. I HAD AN OPPORTUNITY TO MAKE A GAR AGAIN AT THAT TIME, BUT I MUST HAVE BEEN MENTALLY COMMITTED TO THE LNDG, DID NOT FULLY APPRECIATE HOW SHORT THE FIELD WAS, AND FORCED AHEAD. AS SOON AS I WAS ON THE GND, I SAT ON THE BRAKES AS HARD AS I COULD AND GOT GOOD BRAKING ACTION, BUT COULDN'T GET STOPPED. BY THE TIME I REALIZED THAT I WASN'T GOING TO STOP ON THE RWY, THERE SEEMED LITTLE TO DO BUT RIDE IT OUT. THE PLANE TRAVELED ABOUT 50 FT BEYOND THE RWY, WAS ABOUT TOPPED, BUT WENT INTO A DEEP CREEK, NOSING IN AND FLIPPING OVER. I DID NOT HAVE MUCH SENSE OF MOMENTUM WHEN I WENT INTO THE CREEK AND TOOK VERY LITTLE IMPACT. AS I LOOK BACK, I DID NOT GET OFF IN TIME TO LEAVE MYSELF ENOUGH TIME TO MAKE THE FLT AND COMFORTABLY GET TO DOWNTOWN ZZZ FOR A BUSINESS MEETING. THE FACT THAT A TAXI WAS WAITING FOR ME PUT ADDITIONAL PRESSURE ON [ME] TO GET ON THE GND. EVEN THOUGH I MAY HAVE HAD TO HURRY DOWN TO PATTERN ALT AFTER SEEING THE ARPT, THIS TIME PRESSURE CONTRIBUTED TO POOR DECISIONS UPON ARR. I HAVE NOT BEEN PRACTICING LNDGS AND HAVE BEEN FLYING INTO LONG FIELDS WHERE THERE HAS BEEN NO PRESSURE TO HIT THE NUMBERS. THIS LACK OF PRACTICE HAS CAUSED MY SENSE OF THE DISTANCE REQUIRED TO MAKE SAFE TURNS TO THE ARPT TO DETERIORATE. ALSO, I CAN'T REMEMBER EVER HAVING HAD TO MAKE A GAR BECAUSE OF BAD ENTRY PLANNING. I HAVE NOT BEEN PRACTICING GARS AND FEEL I WAS NOT MENTALLY CONDITIONED FOR THIS EVENTUALITY.

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.