Narrative:

Approaching the ZZZ1 area; I checked the ASOS at ZZZ1 then canceled flight following when ZZZ was in sight. Self-announced on 122.8 and heard no other radio traffic in the area. The nearby ZZZ1 airport CTAF uses 122.8; and I had just looked at that on the sectional. I did not notice that ZZZ frequency is not shown on the sectional chart. The correct frequency for ZZZ is 123.3. Did not check AFD or AOPA directory for proper frequency; and did not notice the error until after landing. We arrived over ZZZ at about XA00. At this time; both wing tanks were empty; and there was about 8 gals remaining in the nose tank. This gave a reserve of about 1 hour. Gross weight is estimated at 1400 pounds at the time of arrival. With no advisories from ZZZ; performed a low approach to runway 25 to observe windsocks and verify no deer or other obstructions on runway. The windsock at the east end of the runway showed less than 5 KTS from the northwest. I selected runway 25 for landing and climbed in a right turn to join the downwind for left traffic runway 25 at about 1000 ft AGL. At 120 KIAS; gear were extended; and at 100 KIAS the flaps were deployed. Continued to self-announce on 122.8. Later learned that a pilot on the ground at ZZZ called on 123.3 to recommend runway 7 as the touchdown area is uphill. I remembered from previous visits to ZZZ that runway 7/25 is peaked in the middle and slopes downhill to both ends. Actually; the runway 25 arrival end is near flat; and the slope is substantially downhill towards the west end. On the first landing approach; I arrived over the 25 numbers at about 100 ft AGL and about 100 KIAS. Recognizing this as too high and too fast; I pushed the throttle in to go around. The climb seemed slow at about 500 FPM. On crosswind; I checked gear up; flaps up; full throttle; mixture set for maximum power. Recognized the slow climb as due to high density altitude and hot outside temperatures. Warm air was noted from the cabin vents; but I did not check the thermometer and calculate density altitude. I did estimate density altitude at about 5000 ft; but actual was closer to 6000 ft. In retrospect; the high decision altitude and a possible tailwind on final contributed to my arriving over the numbers too high and too fast. I extended the downwind a little further for a second landing attempt and still had to slip with full flaps to get down to 50-100 ft AGL and 80 KIAS at the threshold. At this point; I thought to myself that I might have to go around again; and indeed I should have. Instead; I continued the approach to touchdown smoothly about 1000 ft down the runway; where the runway is already beginning to slope downward. As is my usual procedure; I immediately raised the flaps on touchdown; applied aft stick; and began wheel braking. At about 300 ft from the end of the runway; the slope increases and I could see from that point that the end of the runway was coming up and I would not be stopped in time. It was too late to consider lifting off again. Approaching the last taxiway on the right; I partially released the left brakes to skid to the right. As the aircraft yawed right; but tires were skidding and leaving black trails on the runway surface. I slid off the runway pavement at the junction with the taxiway entrance. The nose dropped down a short steep rocky embankment; and the aircraft came to a rapid stop about 20 ft right of the runway and 20 ft beyond the taxiway. I checked that my passenger was uninjured as I shut off the master switch; ignition; and fuel selector. We quickly opened the canopy and exited the plane. Within a few seconds airpark residents arrived to check on our condition; and telephoned emergency services.

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Original NASA ASRS Text

Title: LANCAIR 235 PILOT REPORTS RWY EXCURSION AFTER LANDING AT HIGH DENSITY ALTITUDE ARPT.

Narrative: APCHING THE ZZZ1 AREA; I CHKED THE ASOS AT ZZZ1 THEN CANCELED FLT FOLLOWING WHEN ZZZ WAS IN SIGHT. SELF-ANNOUNCED ON 122.8 AND HEARD NO OTHER RADIO TFC IN THE AREA. THE NEARBY ZZZ1 ARPT CTAF USES 122.8; AND I HAD JUST LOOKED AT THAT ON THE SECTIONAL. I DID NOT NOTICE THAT ZZZ FREQ IS NOT SHOWN ON THE SECTIONAL CHART. THE CORRECT FREQ FOR ZZZ IS 123.3. DID NOT CHK AFD OR AOPA DIRECTORY FOR PROPER FREQ; AND DID NOT NOTICE THE ERROR UNTIL AFTER LNDG. WE ARRIVED OVER ZZZ AT ABOUT XA00. AT THIS TIME; BOTH WING TANKS WERE EMPTY; AND THERE WAS ABOUT 8 GALS REMAINING IN THE NOSE TANK. THIS GAVE A RESERVE OF ABOUT 1 HR. GROSS WT IS ESTIMATED AT 1400 LBS AT THE TIME OF ARR. WITH NO ADVISORIES FROM ZZZ; PERFORMED A LOW APCH TO RWY 25 TO OBSERVE WINDSOCKS AND VERIFY NO DEER OR OTHER OBSTRUCTIONS ON RWY. THE WINDSOCK AT THE E END OF THE RWY SHOWED LESS THAN 5 KTS FROM THE NW. I SELECTED RWY 25 FOR LNDG AND CLBED IN A R TURN TO JOIN THE DOWNWIND FOR L TFC RWY 25 AT ABOUT 1000 FT AGL. AT 120 KIAS; GEAR WERE EXTENDED; AND AT 100 KIAS THE FLAPS WERE DEPLOYED. CONTINUED TO SELF-ANNOUNCE ON 122.8. LATER LEARNED THAT A PLT ON THE GND AT ZZZ CALLED ON 123.3 TO RECOMMEND RWY 7 AS THE TOUCHDOWN AREA IS UPHILL. I REMEMBERED FROM PREVIOUS VISITS TO ZZZ THAT RWY 7/25 IS PEAKED IN THE MIDDLE AND SLOPES DOWNHILL TO BOTH ENDS. ACTUALLY; THE RWY 25 ARR END IS NEAR FLAT; AND THE SLOPE IS SUBSTANTIALLY DOWNHILL TOWARDS THE W END. ON THE FIRST LNDG APCH; I ARRIVED OVER THE 25 NUMBERS AT ABOUT 100 FT AGL AND ABOUT 100 KIAS. RECOGNIZING THIS AS TOO HIGH AND TOO FAST; I PUSHED THE THROTTLE IN TO GAR. THE CLB SEEMED SLOW AT ABOUT 500 FPM. ON XWIND; I CHKED GEAR UP; FLAPS UP; FULL THROTTLE; MIXTURE SET FOR MAX PWR. RECOGNIZED THE SLOW CLB AS DUE TO HIGH DENSITY ALT AND HOT OUTSIDE TEMPS. WARM AIR WAS NOTED FROM THE CABIN VENTS; BUT I DID NOT CHK THE THERMOMETER AND CALCULATE DENSITY ALT. I DID ESTIMATE DENSITY ALT AT ABOUT 5000 FT; BUT ACTUAL WAS CLOSER TO 6000 FT. IN RETROSPECT; THE HIGH DECISION ALT AND A POSSIBLE TAILWIND ON FINAL CONTRIBUTED TO MY ARRIVING OVER THE NUMBERS TOO HIGH AND TOO FAST. I EXTENDED THE DOWNWIND A LITTLE FURTHER FOR A SECOND LNDG ATTEMPT AND STILL HAD TO SLIP WITH FULL FLAPS TO GET DOWN TO 50-100 FT AGL AND 80 KIAS AT THE THRESHOLD. AT THIS POINT; I THOUGHT TO MYSELF THAT I MIGHT HAVE TO GO AROUND AGAIN; AND INDEED I SHOULD HAVE. INSTEAD; I CONTINUED THE APCH TO TOUCHDOWN SMOOTHLY ABOUT 1000 FT DOWN THE RWY; WHERE THE RWY IS ALREADY BEGINNING TO SLOPE DOWNWARD. AS IS MY USUAL PROC; I IMMEDIATELY RAISED THE FLAPS ON TOUCHDOWN; APPLIED AFT STICK; AND BEGAN WHEEL BRAKING. AT ABOUT 300 FT FROM THE END OF THE RWY; THE SLOPE INCREASES AND I COULD SEE FROM THAT POINT THAT THE END OF THE RWY WAS COMING UP AND I WOULD NOT BE STOPPED IN TIME. IT WAS TOO LATE TO CONSIDER LIFTING OFF AGAIN. APCHING THE LAST TXWY ON THE R; I PARTIALLY RELEASED THE L BRAKES TO SKID TO THE R. AS THE ACFT YAWED R; BUT TIRES WERE SKIDDING AND LEAVING BLACK TRAILS ON THE RWY SURFACE. I SLID OFF THE RWY PAVEMENT AT THE JUNCTION WITH THE TXWY ENTRANCE. THE NOSE DROPPED DOWN A SHORT STEEP ROCKY EMBANKMENT; AND THE ACFT CAME TO A RAPID STOP ABOUT 20 FT R OF THE RWY AND 20 FT BEYOND THE TXWY. I CHKED THAT MY PAX WAS UNINJURED AS I SHUT OFF THE MASTER SWITCH; IGNITION; AND FUEL SELECTOR. WE QUICKLY OPENED THE CANOPY AND EXITED THE PLANE. WITHIN A FEW SECONDS AIRPARK RESIDENTS ARRIVED TO CHK ON OUR CONDITION; AND TELEPHONED EMER SVCS.

Data retrieved from NASA's ASRS site as of May 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.