Narrative:

Returning alone to home base after an evening of viewing fireworks displays in the san diego area, I entered the traffic pattern at myf uneventfully and announced my intentions to land on runway 28R. The tower was closed and I was the only aircraft in the pattern. I began my descent for landing from traffic pattern altitude abeam the numbers. I chose to use 20 degrees of flap for landing as I began a power-off short approach. I crossed the runway threshold slightly high (I do not recall what the VASI was indicating) and fast (80 KTS). I elected to continue the landing, well aware that this aircraft has a tendency to float in ground effect. The aircraft was not on the ground until nearly 1/2 of the runway had passed (runway 28R is 3400 ft long). I retracted flaps and began to apply brakes. The tires began to squeal as I increased brake pressure. Aborting the landing seemed out of the question, based on the amount of runway left. I think a go around at this point would have put the aircraft off the runway end, in the weeds, with a chain link fence not far beyond. As the runway end came into view, I became concerned that I was about to experience an overrun incident/accident anyway. The last taxiway for runway 28R is a right angle to the centerline (190 degrees). In other words, not a high speed turn-off. I somehow managed to make the left turn at taxiway a, but not without damage to the left main landing gear. The tire left the rim and the aircraft was disabled on taxiway a, between the parallel runways. I informed flight service that a NOTAM should be issued indicating a disabled aircraft on the runway since the aircraft did not clear the hold short line. By definition, the aircraft was blocking the runway. I consider myself fortunate and very humbled by this experience. Obviously, the end result could have been much worse. I'm normally a safety conscious pilot, but on this particular night I believe my guard was down. The reason for my complacency remains a mystery to me.

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Original NASA ASRS Text

Title: NIGHT LNDG OVERSHOT AND A TIRE IS BLOWN AS A RESULT.

Narrative: RETURNING ALONE TO HOME BASE AFTER AN EVENING OF VIEWING FIREWORKS DISPLAYS IN THE SAN DIEGO AREA, I ENTERED THE TFC PATTERN AT MYF UNEVENTFULLY AND ANNOUNCED MY INTENTIONS TO LAND ON RWY 28R. THE TWR WAS CLOSED AND I WAS THE ONLY ACFT IN THE PATTERN. I BEGAN MY DSCNT FOR LNDG FROM TFC PATTERN ALT ABEAM THE NUMBERS. I CHOSE TO USE 20 DEGS OF FLAP FOR LNDG AS I BEGAN A PWR-OFF SHORT APCH. I CROSSED THE RWY THRESHOLD SLIGHTLY HIGH (I DO NOT RECALL WHAT THE VASI WAS INDICATING) AND FAST (80 KTS). I ELECTED TO CONTINUE THE LNDG, WELL AWARE THAT THIS ACFT HAS A TENDENCY TO FLOAT IN GND EFFECT. THE ACFT WAS NOT ON THE GND UNTIL NEARLY 1/2 OF THE RWY HAD PASSED (RWY 28R IS 3400 FT LONG). I RETRACTED FLAPS AND BEGAN TO APPLY BRAKES. THE TIRES BEGAN TO SQUEAL AS I INCREASED BRAKE PRESSURE. ABORTING THE LNDG SEEMED OUT OF THE QUESTION, BASED ON THE AMOUNT OF RWY LEFT. I THINK A GAR AT THIS POINT WOULD HAVE PUT THE ACFT OFF THE RWY END, IN THE WEEDS, WITH A CHAIN LINK FENCE NOT FAR BEYOND. AS THE RWY END CAME INTO VIEW, I BECAME CONCERNED THAT I WAS ABOUT TO EXPERIENCE AN OVERRUN INCIDENT/ACCIDENT ANYWAY. THE LAST TXWY FOR RWY 28R IS A R ANGLE TO THE CTRLINE (190 DEGS). IN OTHER WORDS, NOT A HIGH SPD TURN-OFF. I SOMEHOW MANAGED TO MAKE THE L TURN AT TXWY A, BUT NOT WITHOUT DAMAGE TO THE L MAIN LNDG GEAR. THE TIRE LEFT THE RIM AND THE ACFT WAS DISABLED ON TXWY A, BTWN THE PARALLEL RWYS. I INFORMED FLT SVC THAT A NOTAM SHOULD BE ISSUED INDICATING A DISABLED ACFT ON THE RWY SINCE THE ACFT DID NOT CLR THE HOLD SHORT LINE. BY DEFINITION, THE ACFT WAS BLOCKING THE RWY. I CONSIDER MYSELF FORTUNATE AND VERY HUMBLED BY THIS EXPERIENCE. OBVIOUSLY, THE END RESULT COULD HAVE BEEN MUCH WORSE. I'M NORMALLY A SAFETY CONSCIOUS PLT, BUT ON THIS PARTICULAR NIGHT I BELIEVE MY GUARD WAS DOWN. THE REASON FOR MY COMPLACENCY REMAINS A MYSTERY TO ME.

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.