On March 21, 2015, at 1807 eastern daylight time, a Piper PA-28-235, N8803W, was substantially damaged during a runway excursion and nose-over event after landing at Air Acres Airport (5GA4), Woodstock, Georgia. The airline transport pilot and the passenger/owner were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed Monroe-Walton County Airport (D73), Monroe, Georgia, about 1735.In a written statement, the pilot said the accident flight was a return flight from D73 after he had performed glider-tow flights in another airplane there. While on final approach for landing to runway 36, the pilot detected a tailwind, and visually confirmed his suspicion by smoke trails off small fires nearby. He elected to go around, and return for a landing on runway 18. The pilot stated his approach airspeed was 80 to 85 miles per hour (MPH), and that he slipped the airplane to a firm landing in order to begin braking "as soon as possible" on the wet, turf runway, which was 2,000 feet long. The pilot felt no "pressure" or braking action when he actuated the brake handle. Pressure in the system built as he pumped the brake handle, and braking action was restored when about 300 feet of the runway remained. The airplane departed the end of the runway, traveled down an embankment, nosed over, and came to rest inverted. The pilot stated that he elected not to abort the landing because of the obstacles and a water treatment plant off the departure end of runway 18. According to one witness, whose home was midfield at 5GA4, the airplane completed an approach downwind and subsequently performed a go-around. He decided to reposition to the edge of the runway, and watch the second landing attempt. The witness said that, while on short final at the north end of the field, the pilot appeared to be "cross-controlling into a slip to possibly try to lose altitude. The aircraft was too high for the approach and too fast." The witness stated the airplane touched down on its nose landing gear about midfield, "bounced-ballooned" into the air, and continued about 300 yards before it touched down again. The airplane remained in ground effect, and each time it touched down it skidded on the runway until it skidded off the departure end and nosed over. Examination of photographs revealed that fresh, visible skid marks began about the mid-point of the runway, and continued intermittently off the departure end, consistent with the witness's statement. The Federal Aviation Administration (FAA) inspector who responded to the accident described the runway as "a wet grass surface." The pilot held an airline transport pilot certificate with a rating for airplane multi-engine land, and a commercial pilot certificate with a rating for airplane single engine land. He reported 28,500 total hours of flight experience, of which 250 hours were in the accident airplane make and model. His most recent FAA second class medical certificate was issued in March 2015. Examination of the airplane by the FAA inspector revealed substantial damage to the vertical fin and empennage. The flaps were fully extended. There was "no pressure" when the brake handle was actuated, but brake pressure would build if the handle was pumped. The airplane was manufactured in 1964 and was equipped with hand-actuated brakes only. According to the FAA inspector, the most recent annual inspection was completed in January 2015, at which time the brakes were replaced, and the brake fluid system was bled. He stated that all required inspections and all airworthiness directives were in compliance. The airplane had accrued 8.5 hours since the inspection and according to the pilot; the brake function was "ok" during that time. The mechanic prepared a statement which outlined the method he used to bleed the brake system after his work was completed. A representative of the aircraft manufacturer reviewed statements by the mechanic, the FAA inspector, and the NTSB Preliminary Report. He stated that while the method used to bleed the brakes did not comport with the manufacturer's maintenance manual, it the desired results could be expected upon completion. The brake reservoir on this aircraft was open at the top, and the fill line for the reservoir was well below the top of the container, to allow air in the system to escape. Consequently, during the time the airplane was inverted following the accident, the air which had been in the top of the reservoir was trapped and moved to the highest point in the system, which was the brake calipers. Brake fluid would have continued to leak from the system, being replaced by air, until the airplane was returned to the upright position. Because of trapped air in the system, the brakes would not function normally until the air was removed and the fluid replaced. ADDITIONAL INFORMATION According to the Pilot's Operating Handbook, Normal Procedures: The airplane should be trimmed to an approach speed of about 90 MPH and flaps extended. The flaps can be lowered at speeds up to 115 MPH, if desired. The amount of flap used during landings and the speed of the aircraft at contact with the runway should be varied according to the landing surface and existing conditions, both windwise and loadwise. It is generally good practice to contact the ground at the minimum possible safe speed consistent with existing conditions. Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach flight path. Reduce the speed during the flareout and contact the ground close to the stalling speed (60 to 70 MPH). After ground contact, hold the nose wheel off as long as possible. As the airplane slows down, gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and back pressure is applied to the control wheel, putting most of the aircraft weight on the main wheels.