A CFI TESTS HIS SKILLS IN LNDG PROC XWIND LNDG AND LOSES. RWY EXCURSION.

Narrative

I WAS LNDG ON RWY 19. WINDS WERE ABOUT 12 KTS OUT OF E. I TURNED DOWNWIND TO BASE. EVERYTHING WAS OK. I EXPECTED A QUICK BASE AND TURN TO FINAL BECAUSE OF DIRECTION OF WINDS. AS I TURNED FINAL; I USED STANDARD 'WING DOWN' XWIND CORRECTION. I WAS ON CTRLINE AND DECIDED TO CARRY A LITTLE EXTRA SPD ON FINAL (PLUS 5 KTS) AND USED ONLY 20 DEGS FLAPS INSTEAD OF 30 DEGS. THE FLARE APPEARED NORMAL; L WHEEL TOUCHED FIRST; AND ACFT TOUCHED DOWN SLIGHTLY ABOVE STALL SPD. THE ACFT WAS ROLLING OUT NORMALLY FOR FIRST 2 SECONDS; THEN NOSEWHEEL BEGAN SHIMMYING AND SHAKING VIOLENTLY. I RAISED NOSEWHEEL SLIGHTLY TO STOP SHAKING. AT THIS TIME SPD WAS FAIRLY LOW (15-20 KTS). WHEN I RAISED NOSE; ACFT STARTED GOING R SHARPLY. I DIDN'T HAVE ENOUGH AIRSPD TO GAR BEFORE HITTING SOD; SO I TRIED TO REGAIN CTL WITH FULL L RUDDER. AS ACFT ROLLED ONTO SOD; MY MAIN CONCERN WAS STOPPING. ACFT STOPPED ABOUT 25 FT -- NO DAMAGE. LOOKING BACK; I PROBABLY SHOULD NOT HAVE RAISED NOSE (AT LEAST NOT AS MUCH) BECAUSE DIRECTIONAL CTL WAS LOST WITH A XWIND. HAD I USED FULL L BRAKE AND RUDDER; I MAY HAVE BEEN ABLE TO GET PLANE TURNED BEFORE GOING OFF RWY. EVEN THOUGH PROPER XWIND CORRECTIONS WERE USED THROUGHOUT APCH AND LNDG; PLT MUST BE CONTINUOUSLY CAUTIOUS OF XWIND TO MAINTAIN DIRECTIONAL CTL UNTIL ACFT IS STOPPED. ANOTHER FACTOR WAS THE XWIND COMPONENT; WHICH WAS AT OR NEAR MAX DEMONSTRATED XWIND COMPONENT FOR ACFT. POOR JUDGEMENT AND MISUNDERSTANDING OF NOSE GEAR; STEERING MECHANISM (SPRINGS) CONTRIBUTED TO PROB.