A WW24 CREW LNDG AT SMO; DISTR BY OVERSHOOTING FINAL; ALSO DSNDED BELOW THE GS (PAPI).

Narrative

WHILE REPOSITIONING ACFT FROM VNY SMO (A 15 NM FLT MAX) UNDER VISUAL CONDITIONS; WE CONTACTED SMO TWR APPROX 6 MI OUT AND WAS INSTRUCTED TO EXPECT A R BASE ENTRY TO RWY 21; AND RPT A VFR CHKPOINT APPROX 4 NM FROM FIELD. WE RPTED XING THE CHKPOINT AND WERE CLRED TO LAND VIA A R BASE ENTRY RWY 21. I CALLED FOR AND COMPLETED THE BEFORE LNDG CHKLIST. BY THE TIME THIS WAS COMPLETE; I REALIZED I WAS LATE STARTING MY BASE TO FINAL TURN. THIS RESULTED IN ME OVERSHOOTING FINAL; AND CAUSED ME TO ASSUME A DOGLEG TURN TO FINAL. THIS ALSO CAUSED ME TO DSND BELOW GS ALTHOUGH FROM MY OFFSET POS; L OF CTRLINE I COULD NOT SEE THE PAPI'S; I REALIZED THAT I WAS BELOW GLIDE AND ADDED A MODERATE AMOUNT OF PWR TO ARREST ANY FURTHER SINK AND INCREASED THE BANK ANGLE TO APPROX 30 DEGS TO REACQUIRE CTRLINE. AIRSPD WAS STABLE AT REF +15 KTS AT THIS TIME. OUR DISTANCE FROM THE RWY WAS APPROX 3/4 NM. WE PROMPTLY REACQUIRED THE CTRLINE; AT WHICH TIME THE PAPI WAS SHOWING 3 RED; CHANGING TO 2 RED. I READJUSTED PWR FOR A NORMAL DSCNT; AIRSPD WAS REF +10. THE REMAINDER OF THE APCH AND SUBSEQUENT LNDG WERE NORMAL AND WITHOUT INCIDENT. CONTRIBUTING FACTORS WERE: 1) FAMILIARITY WITH THIS ARPT (I USED TO FLY C172'S OUT OF HERE AS A CFI); WHICH PERHAPS LED TO SOME COMPLACENCY. I MAY HAVE STARTED MY BASE TO FINAL TURN AT A POINT THAT SEEMED OK FOR A 70 KT C172 VERSUS A 140 KT WESTWIND. 2) VISIBILITY MAY HAVE BEEN A FACTOR; DUE T THE FACT THAT THIS WAS A R BASE ENTRY; AND MY VIEW ACROSS THE COCKPIT OF THE RWY WAS NOT THE BEST. IN THE FUTURE I WILL ALWAYS REMEMBER THERE ARE NO 'EAST FLTS;' ASK MY COPLT TO CALL TURNS IN R-HAND TFC PATTERNS; AND REMEMBER; YOU CAN ALWAYS 'GO AROUND.'