Narrative:

Aircraft X (a pipistrel virus southwest) veered off runway 25 after landing at ZZZ; stuck a runway light; and then continued to taxi to the ramp area where the pilot of the aircraft notified the attendants at the FBO of the event. Winds at ZZZ at time of landing on runway 25 were 280 at 11 knots gusting to 18 knots. After touch down on [the] runway a little left of centerline the airplane went left off runway striking a runway side light while slowing down. Aircraft was traveling at approximately 15 mph when it hit the light. Running over the light along the side of the runway resulted in the light being knocked over (breaking the glass bulb); and minor scratches to a paint in a two-inch diameter section of the underside of the aircraft. No other damage resulted from this event. However; I am reporting this event to NASA arc as part of the aviation safety reporting program because I believe others could learn and benefit from this event and because I believe the current regulations system may need to be evaluated and possibly modified to prevent future occurrences.while at the stopover airport; I checked the weather forecast for ZZZ and learned that I should expect rather strong winds at my planned destination. I remember being somewhat concerned because in passing I asked the airport manager at stopover airport for advice; and he told me that when landing a tailwheel airplane in crosswind conditions it is important to lower that tailwheel to the ground as soon as possible because one will often lose rudder authority before elevator authority; making it difficult to keep the airplanes nose pointed straight down the runway as the plane slows. I also recall when I received my training for my tailwheel endorsement I was instructed to touch down on the main wheel closest to the wind when performing strong crosswind landings. However the poh for the pipistrel virus southwest only recommends a three-point landing. Disparity between standard practice and the aircraft manufacturer's instructions is one source of contention that should be resolved for safety. The second argument stems from the fact that the majority of pipistrel virus and pipistrel sinus aircraft in the united states are registered as motor 'glider' (as opposed to 'airplane'). This is a safety concern because for those aircraft (registered as 'glider') the pilot is not required to have a tailwheel endorsement or receive any tailwheel training. Finding a certified flight instructor willing and able to provide tailwheel training in a pipistrel virus southwest is nearly impossible due to the rarity of this model of aircraft. One pleasant observation that resulted from this event; is that it would appear that runway lights are designed to break away such that they do not cause damage to aircraft that hit them. Perhaps the existing runway light design is a positive result of the aviation safety reporting program.

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Original NASA ASRS Text

Title: Light sport pilot reported a loss of control and runway excursion following a landing in windy conditions.

Narrative: Aircraft X (a Pipistrel Virus SW) veered off Runway 25 after landing at ZZZ; stuck a runway light; and then continued to taxi to the ramp area where the pilot of the aircraft notified the attendants at the FBO of the event. Winds at ZZZ at time of landing on Runway 25 were 280 at 11 knots gusting to 18 knots. After touch down on [the] runway a little left of centerline the airplane went left off runway striking a runway side light while slowing down. Aircraft was traveling at approximately 15 mph when it hit the light. Running over the light along the side of the runway resulted in the light being knocked over (breaking the glass bulb); and minor scratches to a paint in a two-inch diameter section of the underside of the aircraft. No other damage resulted from this event. However; I am reporting this event to NASA ARC as part of the Aviation Safety Reporting Program because I believe others could learn and benefit from this event and because I believe the current regulations system may need to be evaluated and possibly modified to prevent future occurrences.While at the stopover airport; I checked the weather forecast for ZZZ and learned that I should expect rather strong winds at my planned destination. I remember being somewhat concerned because in passing I asked the Airport Manager at stopover airport for advice; and he told me that when landing a tailwheel airplane in crosswind conditions it is important to lower that tailwheel to the ground as soon as possible because one will often lose rudder authority before elevator authority; making it difficult to keep the airplanes nose pointed straight down the runway as the plane slows. I also recall when I received my training for my tailwheel endorsement I was instructed to touch down on the main wheel closest to the wind when performing strong crosswind landings. However the POH for the Pipistrel Virus SW only recommends a three-point landing. Disparity between standard practice and the aircraft manufacturer's instructions is one source of contention that should be resolved for safety. The second argument stems from the fact that the majority of Pipistrel Virus and Pipistrel Sinus aircraft in the United States are registered as motor 'glider' (as opposed to 'airplane'). This is a safety concern because for those aircraft (registered as 'glider') the pilot is not required to have a tailwheel endorsement or receive any tailwheel training. Finding a Certified Flight Instructor willing and able to provide tailwheel training in a Pipistrel Virus SW is nearly impossible due to the rarity of this model of aircraft. One pleasant observation that resulted from this event; is that it would appear that runway lights are designed to break away such that they do not cause damage to aircraft that hit them. Perhaps the existing runway light design is a positive result of the Aviation Safety Reporting Program.

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.