Narrative:

The event occurred at the end of a 2 hour flight in the san diego area. I had planned to familiarize myself with the local area and to gain more experience flying the piper archer ii. During the early morning flight I had encountered unexpected WX, changed my flight plan to reflect the WX, got bounced around by moderate turbulence, was notified by ZZZ1 tower that my aircraft was producing purple smoke on power-up during touch-and-goes, and finally flew home in the rain. Given the fact that this was only my second flight alone (without a copilot) in over a yr, I think that it was safe to say that I had a 'full plate' before I ever set up for my final approach at myf runway 28R. Tower cleared me early for landing runway 28R, and I picked up the field in the distance, but realized that I was high and would have trouble descending to make the field. I also had, at the back of my mind, that I did not want to look like an idiot and not be set up for the approach. I had just pulled off a few short approachs at ZZZ1, and emboldened by my recent success, thought I could still get down in time to make the runway. So I pulled the throttle to idle, nosed over, and managed to set up just a little high coming over the numbers for runway 28R. The problem was that in order to get there, I had put in over a 1000 FPM rate of descent that I still had, and would have to dissipate in the flare. Added to this, tower called winds at 090 degrees at 4 KTS, a dead-on tailwind for runway 28R. I filed this away in my mind, and decided to use 25 degrees of flaps vice 40 degrees for the tailwind. I began my flare and noticed that I was flaring down the length of the runway, and continued to flare in ground effect to 'squeak it' even when I could as easily had accepted a flat landing and started to brake. When I finally set down, I realized that I likely would land long, but also knew that I didn't have enough runway left to take off. So I set it down, used aerodynamic braking as much as I could, and laid on the brakes. I slowed considerably, and then my brakes locked and I slid some on the freshly wet runway, finally coming to a stop long. Contributing factors: 1) overconfidence/inexperience in aircraft. 2) chain of events that contributed to stress level in cockpit. 3) failure to go around. 4). Attempting a tailwind landing when high and fast.

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Original NASA ASRS Text

Title: PA28 PLT NARROWLY AVOIDS A RWY EXCURSION ON A HIGH AND FAST, DOWNWIND APCH TO MYF.

Narrative: THE EVENT OCCURRED AT THE END OF A 2 HR FLT IN THE SAN DIEGO AREA. I HAD PLANNED TO FAMILIARIZE MYSELF WITH THE LCL AREA AND TO GAIN MORE EXPERIENCE FLYING THE PIPER ARCHER II. DURING THE EARLY MORNING FLT I HAD ENCOUNTERED UNEXPECTED WX, CHANGED MY FLT PLAN TO REFLECT THE WX, GOT BOUNCED AROUND BY MODERATE TURB, WAS NOTIFIED BY ZZZ1 TWR THAT MY ACFT WAS PRODUCING PURPLE SMOKE ON PWR-UP DURING TOUCH-AND-GOES, AND FINALLY FLEW HOME IN THE RAIN. GIVEN THE FACT THAT THIS WAS ONLY MY SECOND FLT ALONE (WITHOUT A COPLT) IN OVER A YR, I THINK THAT IT WAS SAFE TO SAY THAT I HAD A 'FULL PLATE' BEFORE I EVER SET UP FOR MY FINAL APCH AT MYF RWY 28R. TWR CLRED ME EARLY FOR LNDG RWY 28R, AND I PICKED UP THE FIELD IN THE DISTANCE, BUT REALIZED THAT I WAS HIGH AND WOULD HAVE TROUBLE DSNDING TO MAKE THE FIELD. I ALSO HAD, AT THE BACK OF MY MIND, THAT I DID NOT WANT TO LOOK LIKE AN IDIOT AND NOT BE SET UP FOR THE APCH. I HAD JUST PULLED OFF A FEW SHORT APCHS AT ZZZ1, AND EMBOLDENED BY MY RECENT SUCCESS, THOUGHT I COULD STILL GET DOWN IN TIME TO MAKE THE RWY. SO I PULLED THE THROTTLE TO IDLE, NOSED OVER, AND MANAGED TO SET UP JUST A LITTLE HIGH COMING OVER THE NUMBERS FOR RWY 28R. THE PROB WAS THAT IN ORDER TO GET THERE, I HAD PUT IN OVER A 1000 FPM RATE OF DSCNT THAT I STILL HAD, AND WOULD HAVE TO DISSIPATE IN THE FLARE. ADDED TO THIS, TWR CALLED WINDS AT 090 DEGS AT 4 KTS, A DEAD-ON TAILWIND FOR RWY 28R. I FILED THIS AWAY IN MY MIND, AND DECIDED TO USE 25 DEGS OF FLAPS VICE 40 DEGS FOR THE TAILWIND. I BEGAN MY FLARE AND NOTICED THAT I WAS FLARING DOWN THE LENGTH OF THE RWY, AND CONTINUED TO FLARE IN GND EFFECT TO 'SQUEAK IT' EVEN WHEN I COULD AS EASILY HAD ACCEPTED A FLAT LNDG AND STARTED TO BRAKE. WHEN I FINALLY SET DOWN, I REALIZED THAT I LIKELY WOULD LAND LONG, BUT ALSO KNEW THAT I DIDN'T HAVE ENOUGH RWY LEFT TO TAKE OFF. SO I SET IT DOWN, USED AERODYNAMIC BRAKING AS MUCH AS I COULD, AND LAID ON THE BRAKES. I SLOWED CONSIDERABLY, AND THEN MY BRAKES LOCKED AND I SLID SOME ON THE FRESHLY WET RWY, FINALLY COMING TO A STOP LONG. CONTRIBUTING FACTORS: 1) OVERCONFIDENCE/INEXPERIENCE IN ACFT. 2) CHAIN OF EVENTS THAT CONTRIBUTED TO STRESS LEVEL IN COCKPIT. 3) FAILURE TO GO AROUND. 4). ATTEMPTING A TAILWIND LNDG WHEN HIGH AND FAST.

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.