Narrative:

I had been flying in and out of duanesburg many times. Good short field practice. Winds aloft were 270 degrees at 10 KTS. Winds on the surface were light and variable. I had taken off runway 28 to catch the prevailing winds on climb out. I had landed 1 hour earlier on runway 28 with no problems, took a break, and departed 30 mins prior on runway 28. Normal acceleration and climb out. But the winds were picking up and shifting from north to northeast and when I returned 30 mins or less from the previous takeoff I landed in my normal spot and at my normal speed (indicated) yet I seemed to have a greater ground speed, so I raised the flaps and started immediate brake application. Duanesburg's runway 10/28 is concave and slopes up at the very end of the runway 28 and slopes down gradually the first half of runway 28. My immediate brake application didn't do much to slow me down on the slight downhill with a tailwind I wasn't fully aware of. When I got to the end of the runway where I normally do all my braking, the brakes had overheated and I rolled over the edge of the runway and down the other side of the slope into a ditch. Minimal damage. The troubling thing is not only how quick the winds at the surface changed, but that they were opposite the winds aloft. Also, my technique for maximum braking -- to raise flaps -- hurt me because I landed many times on this 2800 ft runway and used almost only the aerodynamic braking to stop the plane in time. The extra weight on the wheels was meaningless because of loose gravel and grass growing out of the runway.

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Original NASA ASRS Text

Title: A C182 PLT LANDS WITH A TAILWIND WHICH HE DOES NOT REALIZE UNTIL UNABLE TO SLOW THE LNDG ROLL. ACFT ROLLED OFF THE END OF THE RWY AND INTO A DITCH.

Narrative: I HAD BEEN FLYING IN AND OUT OF DUANESBURG MANY TIMES. GOOD SHORT FIELD PRACTICE. WINDS ALOFT WERE 270 DEGS AT 10 KTS. WINDS ON THE SURFACE WERE LIGHT AND VARIABLE. I HAD TAKEN OFF RWY 28 TO CATCH THE PREVAILING WINDS ON CLBOUT. I HAD LANDED 1 HR EARLIER ON RWY 28 WITH NO PROBS, TOOK A BREAK, AND DEPARTED 30 MINS PRIOR ON RWY 28. NORMAL ACCELERATION AND CLBOUT. BUT THE WINDS WERE PICKING UP AND SHIFTING FROM N TO NE AND WHEN I RETURNED 30 MINS OR LESS FROM THE PREVIOUS TKOF I LANDED IN MY NORMAL SPOT AND AT MY NORMAL SPD (INDICATED) YET I SEEMED TO HAVE A GREATER GND SPD, SO I RAISED THE FLAPS AND STARTED IMMEDIATE BRAKE APPLICATION. DUANESBURG'S RWY 10/28 IS CONCAVE AND SLOPES UP AT THE VERY END OF THE RWY 28 AND SLOPES DOWN GRADUALLY THE FIRST HALF OF RWY 28. MY IMMEDIATE BRAKE APPLICATION DIDN'T DO MUCH TO SLOW ME DOWN ON THE SLIGHT DOWNHILL WITH A TAILWIND I WASN'T FULLY AWARE OF. WHEN I GOT TO THE END OF THE RWY WHERE I NORMALLY DO ALL MY BRAKING, THE BRAKES HAD OVERHEATED AND I ROLLED OVER THE EDGE OF THE RWY AND DOWN THE OTHER SIDE OF THE SLOPE INTO A DITCH. MINIMAL DAMAGE. THE TROUBLING THING IS NOT ONLY HOW QUICK THE WINDS AT THE SURFACE CHANGED, BUT THAT THEY WERE OPPOSITE THE WINDS ALOFT. ALSO, MY TECHNIQUE FOR MAX BRAKING -- TO RAISE FLAPS -- HURT ME BECAUSE I LANDED MANY TIMES ON THIS 2800 FT RWY AND USED ALMOST ONLY THE AERODYNAMIC BRAKING TO STOP THE PLANE IN TIME. THE EXTRA WT ON THE WHEELS WAS MEANINGLESS BECAUSE OF LOOSE GRAVEL AND GRASS GROWING OUT OF THE RWY.

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.