What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On may 25, 2018, the pilot of N4533P, a Grumman AA-5B was making an approach into Copiah County Airport (M-11) for a full-stop landing. The winds were reported calm, however thunderstorms were present in the vicinity of the airfield. The runway selected was runway 17 (4001FT x 75FT), and was dry at the time of the landing attempt. The pilot stated that due to an intermittent flap malfunction that had prevented flap extension in the past, the pilot elected to perform a no-flap landing. During landing ground roll-out, the aircraft departed the prepared surface at the end of runway 17, right on centerline and slid down an embankment. The aircraft came to rest approximately 302 ft beyond and right of the runway in tall grass. Damage to the aircraft was limited to a 10 x 8 inch hole in the left wing leading edge, and the left speed fairing on the left main landing gear. The leading edge damage was caused by the aircraft striking a yellow rotating beacon that was installed low to the ground. The speed fairing was due to the aircraft striking two runway end marker lights. When interviewed by the ASI, the pilot stated that he didn't feel the aircraft settle over the normal touchdown point and stated that the aircraft was too fast. The pilot, however, continued the landing instead of opting for a go-around. The pilot stated that the aircraft touched down with approximately 2000 ft of runway remaining and that due to the no-flap configuration was not enough runway to stop the aircraft prior to the aircraft departing the runway. The pilot stated that a go-around should have been executed. The nine areas of FAA responsibility were investigated with none found to be a contributing or causal factor to this incident.
As the FAA filed it
ON MAY 25, 2018, THE PILOT OF N4533P, A GRUMMAN AA-5B WAS MAKING AN APPROACH INTO COPIAH COUNTY AIRPORT (M-11) FOR A FULL-STOP LANDING. THE WINDS WERE REPORTED CALM, HOWEVER THUNDERSTORMS WERE PRESENT IN THE VICINITY OF THE AIRFIELD. THE RUNWAY SELECTED WAS RUNWAY 17 (4001FT X 75FT), AND WAS DRY AT THE TIME OF THE LANDING ATTEMPT. THE PILOT STATED THAT DUE TO AN INTERMITTENT FLAP MALFUNCTION THAT HAD PREVENTED FLAP EXTENSION IN THE PAST, THE PILOT ELECTED TO PERFORM A NO-FLAP LANDING. DURING LANDING GROUND ROLL-OUT, THE AIRCRAFT DEPARTED THE PREPARED SURFACE AT THE END OF RUNWAY 17, RIGHT ON CENTERLINE AND SLID DOWN AN EMBANKMENT. THE AIRCRAFT CAME TO REST APPROXIMATELY 302 FT BEYOND AND RIGHT OF THE RUNWAY IN TALL GRASS. DAMAGE TO THE AIRCRAFT WAS LIMITED TO A 10 X 8 INCH HOLE IN THE LEFT WING LEADING EDGE, AND THE LEFT SPEED FAIRING ON THE LEFT MAIN LANDING GEAR. THE LEADING EDGE DAMAGE WAS CAUSED BY THE AIRCRAFT STRIKING A YELLOW ROTATING BEACON THAT WAS INSTALLED LOW TO THE GROUND. THE SPEED FAIRING WAS DUE TO THE AIRCRAFT STRIKING TWO RUNWAY END MARKER LIGHTS. WHEN INTERVIEWED BY THE ASI, THE PILOT STATED THAT HE DIDN'T FEEL THE AIRCRAFT SETTLE OVER THE NORMAL TOUCHDOWN POINT AND STATED THAT THE AIRCRAFT WAS TOO FAST. THE PILOT, HOWEVER, CONTINUED THE LANDING INSTEAD OF OPTING FOR A GO-AROUND. THE PILOT STATED THAT THE AIRCRAFT TOUCHED DOWN WITH APPROXIMATELY 2000 FT OF RUNWAY REMAINING AND THAT DUE TO THE NO-FLAP CONFIGURATION WAS NOT ENOUGH RUNWAY TO STOP THE AIRCRAFT PRIOR TO THE AIRCRAFT DEPARTING THE RUNWAY. THE PILOT STATED THAT A GO-AROUND SHOULD HAVE BEEN EXECUTED. THE NINE AREAS OF FAA RESPONSIBILITY WERE INVESTIGATED WITH NONE FOUND TO BE A CONTRIBUTING OR CAUSAL FACTOR TO THIS INCIDENT.