|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Controlling Facilities||tower : zzz.tower|
|Operator||general aviation : personal|
|Make Model Name||Bonanza 36|
|Operating Under FAR Part||Part 91|
|Flight Phase||landing : roll|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : private
|Anomaly||excursion : runway|
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Problem Areas||Environmental Factor|
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
I was on an IFR flight plan from ZZZ1 to ZZZ2. I had checked the WX on the adds site as well as with FSS. Although there were wind gusts expected at ZZZ2 they did not seem as if they would give me any problem. As I approached ZZZ2 I listened to the ASOS. The wind was 290 degrees at 17 KTS gusting to 27 KTS. On my descent I was listening to ATC communicate with another airplane that I understood was also going to ZZZ2. That aircraft sounded as if it was a commercial or part 135 type aircraft. The airplane was being set up for runway 13. Both my passenger and I are positive we heard ATC and the other aircraft talking about landing at ZZZ2. As I was descending ATC asked me if I had ZZZ2 in sight. When I did; I was cleared for the approach and advised to cancel IFR when I thought it appropriate. I thought that was strange; ATC asking me when I was going to cancel IFR when I knew there was another aircraft on an IFR flight plan also going to ZZZ2. I did not cancel IFR until I was entering the pattern at ZZZ2. I announced on the CTAF that I was entering the right downwind for runway 13 at ZZZ2. My passenger looked out and told me the runway was marked 12 not 13. I realized then that the other aircraft must have been on the approach to a different airport. I went through the thought process of thinking; well the other airplane must be going into some other airport in the vicinity but since he was landing runway 13; I should be able to land runway 12 without any problem. I announced over the CTAF that I was turning right base at runway 12 ZZZ2. Then I announced that I was entering final for runway 12. I was high at this time. I slipped the aircraft to get to the proper ht and I saw that I would not land at the approach end of the runway. I continued my descent thinking that I had enough runway to land. At about midfield I touched down and touched my brakes hard. I could see that I was not going to stop in time but I knew there was a dirt area at the end of the runway and I knew that area went up to the end of the crosswind runway. Although I knew I would go off of the runway I did not think it would be a problem. What I had not considered was the rain that had occurred so the dirt area was muddy; not solid. We stopped quickly with the propeller in the mud and the aircraft nosed over. Both my passenger and I were ok. We had been going relatively slowly so neither of us was thrown into the glare shield or the controls. I shut off the fuel; shut off all of the avionics and the master switch. There was an aircraft circling over us. I reached for my handheld to talk with that airplane on the CTAF. When I switched on the handheld I heard the emergency transmitter's signal. I turned my ELT off and told the circling aircraft that my passenger and I were ok. My passenger had also waved her hand out the door to signal we were ok. The FBO sent out a van. We unloaded our aircraft and proceeded to the van. We went back to the FBO. We left the airplane nosed over into the mud with its tail up in the air. On the way back to the FBO I tried to call the FAA to report the incident. The number I had in my flight manual was answered by an automated operator. About 15 mins later I received a call from a man who idented himself being with the FAA. He put me on a conference call with the NTSB. I explained what happened. At the FBO I tried to arrange for a tow to go out to pull the airplane out of the mud. The tug was not operating. They suggested the local fire department could winch the airplane out. There was a woman there from airport operations in a truck. She said she would get the fire department to pull me out. When I got back to the FBO I was told that the fire department could not help. A friend of mine was to meet us at the FBO. He was there and we decided to go back to see the airplane. On the way back; the 2 highway patrol officers were driving their truck in the opposite direction. They stopped and told me that they had witnessed the wind pick up the airplane and turn it on its top. We proceeded to the airplane to see that it had been flipped on its top. My mistake started when I assumed the other aircraft I heard talking with ATC was landing at ZZZ2 and on runway 13. I should haveremembered that the wind direction in the ASOS was not consistent with an approach to runway 13. When I realized the runway I was landing on was different that the one the other aircraft I should have gone around and looked for the windsock. When I realized I was down the runway and not on the ground I should have gone around. I had 2 chances to go around but I thought I could stop with no problem. I was wrong.
Original NASA ASRS Text
Title: A BE36 PILOT LANDED HIS ACFT LONG IN GUSTY DOWNWIND CONDITIONS AND ROLLED OFF THE RWY'S END GETTING STUCK IN SOFT DIRT. LATER WIND FLIPPED HIS ACFT ON ITS BACK.
Narrative: I WAS ON AN IFR FLT PLAN FROM ZZZ1 TO ZZZ2. I HAD CHKED THE WX ON THE ADDS SITE AS WELL AS WITH FSS. ALTHOUGH THERE WERE WIND GUSTS EXPECTED AT ZZZ2 THEY DID NOT SEEM AS IF THEY WOULD GIVE ME ANY PROB. AS I APCHED ZZZ2 I LISTENED TO THE ASOS. THE WIND WAS 290 DEGS AT 17 KTS GUSTING TO 27 KTS. ON MY DSCNT I WAS LISTENING TO ATC COMMUNICATE WITH ANOTHER AIRPLANE THAT I UNDERSTOOD WAS ALSO GOING TO ZZZ2. THAT ACFT SOUNDED AS IF IT WAS A COMMERCIAL OR PART 135 TYPE ACFT. THE AIRPLANE WAS BEING SET UP FOR RWY 13. BOTH MY PAX AND I ARE POSITIVE WE HEARD ATC AND THE OTHER ACFT TALKING ABOUT LNDG AT ZZZ2. AS I WAS DSNDING ATC ASKED ME IF I HAD ZZZ2 IN SIGHT. WHEN I DID; I WAS CLRED FOR THE APCH AND ADVISED TO CANCEL IFR WHEN I THOUGHT IT APPROPRIATE. I THOUGHT THAT WAS STRANGE; ATC ASKING ME WHEN I WAS GOING TO CANCEL IFR WHEN I KNEW THERE WAS ANOTHER ACFT ON AN IFR FLT PLAN ALSO GOING TO ZZZ2. I DID NOT CANCEL IFR UNTIL I WAS ENTERING THE PATTERN AT ZZZ2. I ANNOUNCED ON THE CTAF THAT I WAS ENTERING THE R DOWNWIND FOR RWY 13 AT ZZZ2. MY PAX LOOKED OUT AND TOLD ME THE RWY WAS MARKED 12 NOT 13. I REALIZED THEN THAT THE OTHER ACFT MUST HAVE BEEN ON THE APCH TO A DIFFERENT ARPT. I WENT THROUGH THE THOUGHT PROCESS OF THINKING; WELL THE OTHER AIRPLANE MUST BE GOING INTO SOME OTHER ARPT IN THE VICINITY BUT SINCE HE WAS LNDG RWY 13; I SHOULD BE ABLE TO LAND RWY 12 WITHOUT ANY PROB. I ANNOUNCED OVER THE CTAF THAT I WAS TURNING R BASE AT RWY 12 ZZZ2. THEN I ANNOUNCED THAT I WAS ENTERING FINAL FOR RWY 12. I WAS HIGH AT THIS TIME. I SLIPPED THE ACFT TO GET TO THE PROPER HT AND I SAW THAT I WOULD NOT LAND AT THE APCH END OF THE RWY. I CONTINUED MY DSCNT THINKING THAT I HAD ENOUGH RWY TO LAND. AT ABOUT MIDFIELD I TOUCHED DOWN AND TOUCHED MY BRAKES HARD. I COULD SEE THAT I WAS NOT GOING TO STOP IN TIME BUT I KNEW THERE WAS A DIRT AREA AT THE END OF THE RWY AND I KNEW THAT AREA WENT UP TO THE END OF THE XWIND RWY. ALTHOUGH I KNEW I WOULD GO OFF OF THE RWY I DID NOT THINK IT WOULD BE A PROB. WHAT I HAD NOT CONSIDERED WAS THE RAIN THAT HAD OCCURRED SO THE DIRT AREA WAS MUDDY; NOT SOLID. WE STOPPED QUICKLY WITH THE PROP IN THE MUD AND THE ACFT NOSED OVER. BOTH MY PAX AND I WERE OK. WE HAD BEEN GOING RELATIVELY SLOWLY SO NEITHER OF US WAS THROWN INTO THE GLARE SHIELD OR THE CTLS. I SHUT OFF THE FUEL; SHUT OFF ALL OF THE AVIONICS AND THE MASTER SWITCH. THERE WAS AN ACFT CIRCLING OVER US. I REACHED FOR MY HANDHELD TO TALK WITH THAT AIRPLANE ON THE CTAF. WHEN I SWITCHED ON THE HANDHELD I HEARD THE EMER XMITTER'S SIGNAL. I TURNED MY ELT OFF AND TOLD THE CIRCLING ACFT THAT MY PAX AND I WERE OK. MY PAX HAD ALSO WAVED HER HAND OUT THE DOOR TO SIGNAL WE WERE OK. THE FBO SENT OUT A VAN. WE UNLOADED OUR ACFT AND PROCEEDED TO THE VAN. WE WENT BACK TO THE FBO. WE LEFT THE AIRPLANE NOSED OVER INTO THE MUD WITH ITS TAIL UP IN THE AIR. ON THE WAY BACK TO THE FBO I TRIED TO CALL THE FAA TO RPT THE INCIDENT. THE NUMBER I HAD IN MY FLT MANUAL WAS ANSWERED BY AN AUTOMATED OPERATOR. ABOUT 15 MINS LATER I RECEIVED A CALL FROM A MAN WHO IDENTED HIMSELF BEING WITH THE FAA. HE PUT ME ON A CONFERENCE CALL WITH THE NTSB. I EXPLAINED WHAT HAPPENED. AT THE FBO I TRIED TO ARRANGE FOR A TOW TO GO OUT TO PULL THE AIRPLANE OUT OF THE MUD. THE TUG WAS NOT OPERATING. THEY SUGGESTED THE LCL FIRE DEPT COULD WINCH THE AIRPLANE OUT. THERE WAS A WOMAN THERE FROM ARPT OPS IN A TRUCK. SHE SAID SHE WOULD GET THE FIRE DEPT TO PULL ME OUT. WHEN I GOT BACK TO THE FBO I WAS TOLD THAT THE FIRE DEPT COULD NOT HELP. A FRIEND OF MINE WAS TO MEET US AT THE FBO. HE WAS THERE AND WE DECIDED TO GO BACK TO SEE THE AIRPLANE. ON THE WAY BACK; THE 2 HWY PATROL OFFICERS WERE DRIVING THEIR TRUCK IN THE OPPOSITE DIRECTION. THEY STOPPED AND TOLD ME THAT THEY HAD WITNESSED THE WIND PICK UP THE AIRPLANE AND TURN IT ON ITS TOP. WE PROCEEDED TO THE AIRPLANE TO SEE THAT IT HAD BEEN FLIPPED ON ITS TOP. MY MISTAKE STARTED WHEN I ASSUMED THE OTHER ACFT I HEARD TALKING WITH ATC WAS LNDG AT ZZZ2 AND ON RWY 13. I SHOULD HAVEREMEMBERED THAT THE WIND DIRECTION IN THE ASOS WAS NOT CONSISTENT WITH AN APCH TO RWY 13. WHEN I REALIZED THE RWY I WAS LNDG ON WAS DIFFERENT THAT THE ONE THE OTHER ACFT I SHOULD HAVE GONE AROUND AND LOOKED FOR THE WINDSOCK. WHEN I REALIZED I WAS DOWN THE RWY AND NOT ON THE GND I SHOULD HAVE GONE AROUND. I HAD 2 CHANCES TO GO AROUND BUT I THOUGHT I COULD STOP WITH NO PROB. I WAS WRONG.
Data retrieved from NASA's ASRS site as of January 2009 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.