19980522010769A

On may 21, 1998, about 2200 eastern daylight time, a north American T-28B, N944RJ, registered to tyler aviation inc., was substantially damaged duringlanding at the Spartanburg downtown memorial airport, Spartanburg, south carolina. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR part 91 positioning flight. The commercial rated pilot, the sole occupant, was not injured. The flight origianted from the greenville downtown airport, greenville, south carolina, about 2145. The pilot stated that the purpose of the flight was for his night currency. Before departure, he was advised by the andeson flight service station the the only thunderstorm activity was located east of Spartanburg, his planned destination, the thunderstorm was dissipating. While taxiing to takeoff, the controller advised him that the thunderstrom appeared to be over the destination airport, but it was beyond the radar coverage area. The pilot eleceted to depart and while in contact with greer approach control, he was advised that the thunderstorm was over the airport. He changed to the UNICOM frequency for verification and was advised of the wind direction and veloci ty and," there was just light rain (SIC) comeing down (SIC) altho there was much (SIC) lightening and thunder in the (SIC) vacinity." He activated the runway lights using the UNICOM frequency, had good visibility, then switched back to greer approach control. He advised the controller that based on the information given to him by the person monitoring the UNICOM, and with the airport in sight, he was inbound to land. As he switched back to greer approach control. He advised the controller that based on the information given to him by the preson monitoring the UNICOM, and with the airport in sight, he was inbound to land. As he switched back to the UNICOM frequency. " it started raining much harder." However he had the airport in sight and elected to continue. The airplane was landed in the first 1/4 of the runway that was covered with water and "I let the aircraft coast for a little so as to slow down before (SIC) breaking action at about the half way point but I could feel the tires slipping (SIC) having very little effect on speed reduction." He also reported deploying the speed brake with little effect. The airplane traveled off the end of the runway, down an embankment, and collided with a guard rail. Postcrash examination of the runway and accident site by a FAA airworthiness inspector revealed that white deposits were noted on the runway beginning about 1000 feet before the departure end, and continued to the end. The airplane rolled onto a grass overrun traveling 158 feet, descended, impacted onto a road, then a guard rail, coming to rest aboaut 196 feet from the departure end of the runway. The brakes were examined and found to operative with no evidence of preimpact failure of malfunction. Braking action was evident in the grass beyond the departure end of the runway. Review of the landing distances chart for the airplane revealed that based on the temperature and airplane weight, the ground roll distance was calculated to be about 1420 feet. The chart is for predicated on full flaps extended, and a hard surface runway. A correction for wet runway surface is not included. (-23) Mr. Tyler is owner and sole occupant of aircraft. Aircraft departed gmu and flew to spa. The aircraft approached and landed on runway 5. On landing, aircraft departed the departure end of the runway and traveled over a 15' embankment. The aircraft came to rest on a road against the guardrail. The nose gear collapsed and the aircraft sustained substantial damage. Mr. Tyler was not injured.