Narrative:

I was flying the localizer runway 25 approach into the uni airport in athens, oh, in a beech baron 58 in IMC. The flight was conducted under part 91. I was the PIC flying in the left seat with a copilot working the radios and 2 passenger on board. The AWOS reported the ceiling as 600 ft overcast with 2 1/2 mi visibility. The conditions on the runway were wet due to light rain at the time. The minimum visibility required on the approach chart was 1 mi and the MDA of 1240 ft with the fan marker gets the aircraft to 475 ft AGL. Upon reaching the MDA with about 20 seconds until missed approach time, my copilot reported runway environment in sight. When I looked up from the instruments, I saw the reils and a couple of seconds later, I saw the runway. I told my copilot to cancel IFR and I extended full flaps and reduced the throttles to idle and initiated a slight forward slip to make sure I got down with enough runway left to stop. (I had already extended the landing gear and approach flaps earlier on the approach.) the runway is 4201 ft long and I touched down about 1/2 way down the runway, leaving me with about 2100 ft to decelerate and stop. The rain made braking difficult and I added firm but not full braking pressure so as not to lock the brakes, and full back elevator for aerodynamic braking. The aircraft decelerated very poorly and slid off the runway onto the grass. 2 runway threshold lights were struck and a 1/4 inch nick on 1 of the left propeller blades was the only damage to the aircraft. Human performance considerations that come into play include my decision to land when I broke out of the clouds in the rainy conditions. Also, once I touched down, I was faced with a decision of adding power to take off again and risk hitting some trees off the departure end of the runway or attempting to stop. Given my heavy loading (2 passenger, about 90 gallons of fuel and about 70 pounds of baggage), my split second decision was to stop. In retrospect, had I decided to go around, this incident might not have occurred. Thankfully, there was only minor damage and no one was injured.

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Original NASA ASRS Text

Title: PLT OF A BE58 ON LNDG IN IMC HAS DIFFICULTY CTLING THE ACFT DUE LONG LNDG AND WET RWY. RWY EXCURSION RESULTED.

Narrative: I WAS FLYING THE LOC RWY 25 APCH INTO THE UNI ARPT IN ATHENS, OH, IN A BEECH BARON 58 IN IMC. THE FLT WAS CONDUCTED UNDER PART 91. I WAS THE PIC FLYING IN THE L SEAT WITH A COPLT WORKING THE RADIOS AND 2 PAX ON BOARD. THE AWOS RPTED THE CEILING AS 600 FT OVCST WITH 2 1/2 MI VISIBILITY. THE CONDITIONS ON THE RWY WERE WET DUE TO LIGHT RAIN AT THE TIME. THE MINIMUM VISIBILITY REQUIRED ON THE APCH CHART WAS 1 MI AND THE MDA OF 1240 FT WITH THE FAN MARKER GETS THE ACFT TO 475 FT AGL. UPON REACHING THE MDA WITH ABOUT 20 SECONDS UNTIL MISSED APCH TIME, MY COPLT RPTED RWY ENVIRONMENT IN SIGHT. WHEN I LOOKED UP FROM THE INSTS, I SAW THE REILS AND A COUPLE OF SECONDS LATER, I SAW THE RWY. I TOLD MY COPLT TO CANCEL IFR AND I EXTENDED FULL FLAPS AND REDUCED THE THROTTLES TO IDLE AND INITIATED A SLIGHT FORWARD SLIP TO MAKE SURE I GOT DOWN WITH ENOUGH RWY LEFT TO STOP. (I HAD ALREADY EXTENDED THE LNDG GEAR AND APCH FLAPS EARLIER ON THE APCH.) THE RWY IS 4201 FT LONG AND I TOUCHED DOWN ABOUT 1/2 WAY DOWN THE RWY, LEAVING ME WITH ABOUT 2100 FT TO DECELERATE AND STOP. THE RAIN MADE BRAKING DIFFICULT AND I ADDED FIRM BUT NOT FULL BRAKING PRESSURE SO AS NOT TO LOCK THE BRAKES, AND FULL BACK ELEVATOR FOR AERODYNAMIC BRAKING. THE ACFT DECELERATED VERY POORLY AND SLID OFF THE RWY ONTO THE GRASS. 2 RWY THRESHOLD LIGHTS WERE STRUCK AND A 1/4 INCH NICK ON 1 OF THE L PROP BLADES WAS THE ONLY DAMAGE TO THE ACFT. HUMAN PERFORMANCE CONSIDERATIONS THAT COME INTO PLAY INCLUDE MY DECISION TO LAND WHEN I BROKE OUT OF THE CLOUDS IN THE RAINY CONDITIONS. ALSO, ONCE I TOUCHED DOWN, I WAS FACED WITH A DECISION OF ADDING PWR TO TAKE OFF AGAIN AND RISK HITTING SOME TREES OFF THE DEP END OF THE RWY OR ATTEMPTING TO STOP. GIVEN MY HVY LOADING (2 PAX, ABOUT 90 GALLONS OF FUEL AND ABOUT 70 LBS OF BAGGAGE), MY SPLIT SECOND DECISION WAS TO STOP. IN RETROSPECT, HAD I DECIDED TO GAR, THIS INCIDENT MIGHT NOT HAVE OCCURRED. THANKFULLY, THERE WAS ONLY MINOR DAMAGE AND NO ONE WAS INJURED.

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.