Narrative:

I had departed ramona early afternoon, obtained sna ATIS 10 mi out, contacted the tower and preceded inbound for left traffic for 19L. There were perhaps 2 other aircraft in the pattern. There is quite a bit of construction going on at sna and jets departing 19R must now back taxi for approximately 100' on 19L. This causes some problems with the traffic flow on 19L and I was instructed by the tower to execute 3 go-arounds prior to being cleared to land. During none of these apches was the x-wind a significant factor, only requiring small adjustments. At this time the different apches blur together somewhat and I cannot recall if on the last one I was given a warning for wake turbulence. On final approach, however, there was not a jet on the runway (19R), although one had departed perhaps a minute or so prior to my touchdown. The aircraft was configured for a full flap 3 point landing using close to full aft trim. The aircraft ballooned a bit over the numbers and I added a little power to smooth it. The airplane came back down to a 3 point landing. On contact the airplane was straight with no drift. The aircraft was pinned and tracking straight but the right wing began to rise. Right aileron was applied but seemed to have little effect. I continued to apply aileron all the way to the stops, the wing, however, continued to rise until eventually the left wing contacted the runway. The aircraft then nosed over until it came to rest on the spinner and left wing. Fuel was pouring out of the vents so I quickly exited the airplane after turning off the master switch. I was not injured. This was not a gndloop as directional control was not a problem and the aircraft did not veer significantly off the centerline. I can only conclude that the wing lifted due to the wake turbulence of a departing jet. This was aggravated by the type and confign of the airplane. It is now my opinion that this aircraft should not be landed in a 3 point attitude using full flaps with a light load when the possibility of gusts or wake turbulence exist. It is my understanding that many small aircraft pilots retract all flaps after touchdown in order to more positively pin the airplane on the ground. Although aware of this technique, I had not yet begun to use it as it is also quite distracting and pulls the pilot's eyes away from the runway.

Related reports:

Google
 

Original NASA ASRS Text

Title: PLT OF SMA UNABLE TO MAINTAIN ACFT CTL AFTER TOUCHDOWN. ACFT NOSED OVER DAMAGING WING AND PROPELLER SPINNER.

Narrative: I HAD DEPARTED RAMONA EARLY AFTERNOON, OBTAINED SNA ATIS 10 MI OUT, CONTACTED THE TWR AND PRECEDED INBND FOR LEFT TFC FOR 19L. THERE WERE PERHAPS 2 OTHER ACFT IN THE PATTERN. THERE IS QUITE A BIT OF CONSTRUCTION GOING ON AT SNA AND JETS DEPARTING 19R MUST NOW BACK TAXI FOR APPROX 100' ON 19L. THIS CAUSES SOME PROBLEMS WITH THE TFC FLOW ON 19L AND I WAS INSTRUCTED BY THE TWR TO EXECUTE 3 GO-AROUNDS PRIOR TO BEING CLRED TO LAND. DURING NONE OF THESE APCHES WAS THE X-WIND A SIGNIFICANT FACTOR, ONLY REQUIRING SMALL ADJUSTMENTS. AT THIS TIME THE DIFFERENT APCHES BLUR TOGETHER SOMEWHAT AND I CANNOT RECALL IF ON THE LAST ONE I WAS GIVEN A WARNING FOR WAKE TURBULENCE. ON FINAL APCH, HOWEVER, THERE WAS NOT A JET ON THE RWY (19R), ALTHOUGH ONE HAD DEPARTED PERHAPS A MINUTE OR SO PRIOR TO MY TOUCHDOWN. THE ACFT WAS CONFIGURED FOR A FULL FLAP 3 POINT LNDG USING CLOSE TO FULL AFT TRIM. THE ACFT BALLOONED A BIT OVER THE NUMBERS AND I ADDED A LITTLE POWER TO SMOOTH IT. THE AIRPLANE CAME BACK DOWN TO A 3 POINT LNDG. ON CONTACT THE AIRPLANE WAS STRAIGHT WITH NO DRIFT. THE ACFT WAS PINNED AND TRACKING STRAIGHT BUT THE RIGHT WING BEGAN TO RISE. RIGHT AILERON WAS APPLIED BUT SEEMED TO HAVE LITTLE EFFECT. I CONTINUED TO APPLY AILERON ALL THE WAY TO THE STOPS, THE WING, HOWEVER, CONTINUED TO RISE UNTIL EVENTUALLY THE LEFT WING CONTACTED THE RWY. THE ACFT THEN NOSED OVER UNTIL IT CAME TO REST ON THE SPINNER AND LEFT WING. FUEL WAS POURING OUT OF THE VENTS SO I QUICKLY EXITED THE AIRPLANE AFTER TURNING OFF THE MASTER SWITCH. I WAS NOT INJURED. THIS WAS NOT A GNDLOOP AS DIRECTIONAL CONTROL WAS NOT A PROBLEM AND THE ACFT DID NOT VEER SIGNIFICANTLY OFF THE CENTERLINE. I CAN ONLY CONCLUDE THAT THE WING LIFTED DUE TO THE WAKE TURBULENCE OF A DEPARTING JET. THIS WAS AGGRAVATED BY THE TYPE AND CONFIGN OF THE AIRPLANE. IT IS NOW MY OPINION THAT THIS ACFT SHOULD NOT BE LANDED IN A 3 POINT ATTITUDE USING FULL FLAPS WITH A LIGHT LOAD WHEN THE POSSIBILITY OF GUSTS OR WAKE TURBULENCE EXIST. IT IS MY UNDERSTANDING THAT MANY SMA PLTS RETRACT ALL FLAPS AFTER TOUCHDOWN IN ORDER TO MORE POSITIVELY PIN THE AIRPLANE ON THE GND. ALTHOUGH AWARE OF THIS TECHNIQUE, I HAD NOT YET BEGUN TO USE IT AS IT IS ALSO QUITE DISTRACTING AND PULLS THE PLT'S EYES AWAY FROM THE RWY.

Data retrieved from NASA's ASRS site as of August 2007 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.