Narrative:

I was returning to the airport after receiving aerobatic instruction in my stearman. This was my second aerobatic flight on a sunny; hot day. The flight had gone well and the aerobatic instruction completed. As we returned to the airport I considered the instructor; who was in the front cockpit; a passenger and did not expect instruction or assistance during the landing. I overflew the airport at 1;500 ft AGL and verified the light wind favored runway 18. I reduced power and descended to enter a left downwind. Since there was no other traffic I began a circular approach as I passed a point opposite the landing threshold. I normally use a circular approach as it provides a good view of the runway while keeping the airplane close to the airport. I was slightly high as the airplane lined up with the runway and used a forward slip to lose altitude. As the airplane neared the runway I removed the slip to line up with the runway and began to flare. In hindsight I should have started the flare slightly earlier as our rate of descent was not fully arrested before the airplane contacted the runway and the airplane bounced back into the air. Bounced stearman landings are not uncommon. Some bounces require an immediate go-around; others are handled by relaxing back pressure to allow the airplane to continue flying and then flaring again as it settles to the runway. I have never hesitated to add power and go-around; but felt this bounce did not require even a slight addition of power. The nose of the airplane swung to the right following the bounce. I attempted to apply left rudder to align the airplane with the runway; but was unable to move the rudder pedal. There was so little height to the bounce that the airplane settled back onto the runway almost immediately. The airplane was cocked slightly to the right when it contacted the runway and the tires began to skid. I continued to push the left rudder pedal but was still unable to move it. When I examined the runway after the incident I saw two skid marks made by the main tires. The skid marks were relatively straight for approximately 75 ft and then began a turn to right that became tighter as the turn continued. As the turn tightened there was only a single skid mark made by the left main tire. During the skid I could hear the squeal of the skidding tires and; as the right turn began; felt the airplane tilt as the left wing tip dropped. As the airplane approached the right edge of the runway I remember thinking things would soon be fine as we were headed into a flat grassy area between the runway and the taxiway. Grass is normally good for tail wheel airplanes; but the dirt was softer than I expected. The skidding left tire dug into the ground; abruptly stopping the skid. Unfortunately the airplane still had sufficient momentum that the left main tire acted as a fulcrum; slapping the left wing tip into the ground with sufficient force to damage the left wing's rear spar and aileron. Neither I nor the front seat passenger were injured and no property other than the airplane was damaged.lessons learned: regardless of experience; it is important prior to every flight to brief and have an understanding who will control the airplane during critical phases such as landing. Even though the front cockpit passenger was a very competent pilot; I should have cautioned him to position his feet away from the rudder pedals during landing. I should have recognized I was fatigued and terminated the forward slip at a higher altitude. This would have provided more time to slow the airplane and adjust the rate of descent prior to touchdown; avoiding the bounce. Although I believed a go-around was not necessary after the bounce; it would have been better to initiate a go-around rather than attempting to complete a landing that hadn't begun as well as it should.

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Original NASA ASRS Text

Title: Stearman pilot reports a bounced landing and the aircraft yawing to the right while airborne. The second landing is in a skid to the right; but the left rudder pedal cannot be depressed and the aircraft departs the runway causing wing tip damage. The front seat passenger/instructor was apparently applying right rudder pressure.

Narrative: I was returning to the airport after receiving aerobatic instruction in my Stearman. This was my second aerobatic flight on a sunny; hot day. The flight had gone well and the aerobatic instruction completed. As we returned to the airport I considered the instructor; who was in the front cockpit; a passenger and did not expect instruction or assistance during the landing. I overflew the airport at 1;500 FT AGL and verified the light wind favored Runway 18. I reduced power and descended to enter a left downwind. Since there was no other traffic I began a circular approach as I passed a point opposite the landing threshold. I normally use a circular approach as it provides a good view of the runway while keeping the airplane close to the airport. I was slightly high as the airplane lined up with the runway and used a forward slip to lose altitude. As the airplane neared the runway I removed the slip to line up with the runway and began to flare. In hindsight I should have started the flare slightly earlier as our rate of descent was not fully arrested before the airplane contacted the runway and the airplane bounced back into the air. Bounced Stearman landings are not uncommon. Some bounces require an immediate go-around; others are handled by relaxing back pressure to allow the airplane to continue flying and then flaring again as it settles to the runway. I have never hesitated to add power and go-around; but felt this bounce did not require even a slight addition of power. The nose of the airplane swung to the right following the bounce. I attempted to apply left rudder to align the airplane with the runway; but was unable to move the rudder pedal. There was so little height to the bounce that the airplane settled back onto the runway almost immediately. The airplane was cocked slightly to the right when it contacted the runway and the tires began to skid. I continued to push the left rudder pedal but was still unable to move it. When I examined the runway after the incident I saw two skid marks made by the main tires. The skid marks were relatively straight for approximately 75 FT and then began a turn to right that became tighter as the turn continued. As the turn tightened there was only a single skid mark made by the left main tire. During the skid I could hear the squeal of the skidding tires and; as the right turn began; felt the airplane tilt as the left wing tip dropped. As the airplane approached the right edge of the runway I remember thinking things would soon be fine as we were headed into a flat grassy area between the runway and the taxiway. Grass is normally good for tail wheel airplanes; but the dirt was softer than I expected. The skidding left tire dug into the ground; abruptly stopping the skid. Unfortunately the airplane still had sufficient momentum that the left main tire acted as a fulcrum; slapping the left wing tip into the ground with sufficient force to damage the left wing's rear spar and aileron. Neither I nor the front seat passenger were injured and no property other than the airplane was damaged.Lessons learned: Regardless of experience; it is important prior to every flight to brief and have an understanding who will control the airplane during critical phases such as landing. Even though the front cockpit passenger was a very competent pilot; I should have cautioned him to position his feet away from the rudder pedals during landing. I should have recognized I was fatigued and terminated the forward slip at a higher altitude. This would have provided more time to slow the airplane and adjust the rate of descent prior to touchdown; avoiding the bounce. Although I believed a go-around was not necessary after the bounce; it would have been better to initiate a go-around rather than attempting to complete a landing that hadn't begun as well as it should.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.