Narrative:

This flight in the champ was a required checkout for insurance purposes by a CFI. I was becoming familiar with this particular aircraft including various different configuration factors not common to my experience; such as heel brakes and left hand throttle. I felt that we were taking precautions to get used to these items including sitting in the plane; testing the brakes during run-up; and taxi practice before flying. We noted that ground handling during taxi was difficult and that brakes were ineffective. I have never been in a champ and considered it to be normal (or at least not unusual) and something to get used to. CFI and I decided to proceed expecting that my proficiency would improve.following lengthy taxi practice from taxiways hotel to alpha to backtracking on runway [xy] to taxiway papa and a run-up; we took off. I took off first; and made a left-hand circuit to a normal three-point landing to a full stop; although ground handling was challenging. We then taxied back to the runway end. I took off and made a second landing following an extended downwind to another normal three-point landing to a full stop; and again ground handling was a challenge. CFI made the third circuit and upon touchdown; veered off into the left hand grass; and commenced a go-around. CFI made the fourth (his second for the day) landing normally.I made the fifth circuit; and this time during deceleration; the aircraft veered to the right and ground looped. As the aircraft was about 180 degrees into the turn; the left wheel hit the hold short sign for runway [xx] on the right side of runway [xy].I believe that the damage sustained was solely due to the impact with the sign. The ground loop was embarrassing; but had we not hit the sign; I do not think the plane would have been damaged. The left gear collapsed; and the wheel was broken. The left wing contacted the ground but apparently did not drag on the ground. The wing contacted the ground as a result of the impact with the sign. There was no damage to the prop/engine nor the fuselage structure.no injuries were sustained by either pilot; both of whom were properly seat-belted with shoulder harnesses.in addition to the above statement; post-incident inspection revealed at least two mechanical defects; the first of which may have been contributing and the second which certainly was. First; the mechanical drum brakes appear to be mis-rigged as evidenced by the right-hand brake cable being previously repaired and very tight compared to a similar aircraft of the same configuration. If the brake was dragging; then ground control could be very difficult and potentially dangerous. Second; the tail wheel was found to have 20 degrees of free play (wear) between the rudder and the wheel. The rudder is rigged for 25 degrees of deflection either side of neutral; so this free play would result in only 5 degrees of tail wheel steering authority. The comparable aircraft had zero degrees of free play.

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Original NASA ASRS Text

Title: Pilot reported experiencing a ground loop while being checked out in a Champion 7EC; causing the left main gear to collapse and a runway excursion. Post flight inspection revealed the right brake; and tail wheel may have contributed to the ground loop.

Narrative: This flight in the Champ was a required checkout for insurance purposes by a CFI. I was becoming familiar with this particular aircraft including various different configuration factors not common to my experience; such as heel brakes and left hand throttle. I felt that we were taking precautions to get used to these items including sitting in the plane; testing the brakes during run-up; and taxi practice before flying. We noted that ground handling during taxi was difficult and that brakes were ineffective. I have never been in a Champ and considered it to be normal (or at least not unusual) and something to get used to. CFI and I decided to proceed expecting that my proficiency would improve.Following lengthy taxi practice from taxiways Hotel to Alpha to backtracking on runway [XY] to taxiway Papa and a run-up; we took off. I took off first; and made a left-hand circuit to a normal three-point landing to a full stop; although ground handling was challenging. We then taxied back to the runway end. I took off and made a second landing following an extended downwind to another normal three-point landing to a full stop; and again ground handling was a challenge. CFI made the third circuit and upon touchdown; veered off into the left hand grass; and commenced a go-around. CFI made the fourth (his second for the day) landing normally.I made the fifth circuit; and this time during deceleration; the aircraft veered to the right and ground looped. As the aircraft was about 180 degrees into the turn; the left wheel hit the hold short sign for runway [XX] on the right side of runway [XY].I believe that the damage sustained was solely due to the impact with the sign. The ground loop was embarrassing; but had we not hit the sign; I do not think the plane would have been damaged. The left gear collapsed; and the wheel was broken. The left wing contacted the ground but apparently did not drag on the ground. The wing contacted the ground as a result of the impact with the sign. There was no damage to the prop/engine nor the fuselage structure.No injuries were sustained by either pilot; both of whom were properly seat-belted with shoulder harnesses.In addition to the above statement; post-incident inspection revealed at least two mechanical defects; the first of which may have been contributing and the second which certainly was. First; the mechanical drum brakes appear to be mis-rigged as evidenced by the right-hand brake cable being previously repaired and very tight compared to a similar aircraft of the same configuration. If the brake was dragging; then ground control could be very difficult and potentially dangerous. Second; the tail wheel was found to have 20 degrees of free play (wear) between the rudder and the wheel. The rudder is rigged for 25 degrees of deflection either side of neutral; so this free play would result in only 5 degrees of tail wheel steering authority. The comparable aircraft had zero degrees of free play.

Data retrieved from NASA's ASRS site 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.