Narrative:

Departed W10, on a ferry flight to W32. The only two way radio in the aircraft was working at the time of takeoff xa:30. Upon switching over to washington approach I was still able to receive voice communications. This was over the potomac river. When I switched over to the W32 unicom frequency, I couldn't either transmit or receive. I set up for a NORDO approach into the field, however the approach winds were approximately 90 degree to the runway and gusting over the aircraft capabilities. I made 3 other approachs into the field with the same results to the point where the crab angle appeared to be about 30-35 degree with respect to the runway. I diverted to 2w5 to determine if the wind and gust situation was better. When I arrived in the pattern environment I tried to contact 2w5 through unicom but could not receive. I approached the airport from the northwest to determine the location of the wind sock and the tetrahedron. This was the first time I was flying to this airport since it is a private airport and homebuilt aircraft are not allowed unless under an emergency. When I flew over the airport I was able to find the wind sock and then determine he apparent wind direction and speed. The winds appeared to be from the southeast. I setup for a pattern approach on the southeast runway and determined that the gusts still felt unmanageable so I went around for a second attempt. At this time I saw an small aircraft takeoff on the opp end of the runway on the nwestern direction. At this time considering my judgement on the amount of fuel that I had in the aircraft and with all the bumping I received, I decided to change the pattern and immediately setup for a right base and final for the northwest runway. My approach speed on final was 100 mph indicated with the throttle all the way back. My T/D speed was 55-60 mph indicated approximately halfway down the runway. At this time I realized the airplane was going too fast and almost at departure end. When the tail wheel touched I immediately braked and at the same time forced the airplane into a left ground loop to avoid leaving the departure end of the runway the aircraft hit the two left runway end lights as it was turning left and immediately folded the landing gear bringing the aircraft to a quick stop. The aircraft slid upright and ended up about 100 degree with respect to the runway. Damage to the lights was two broken bulbs which were replaced quickly by the airport staff. Damage to the aircraft was a cracked lower cowling, one broken propeller blade (the other balde was intact) torn fiberglass skin behind the landing gear where the fairings broke off under the wings and the landing gear pants. I received no injuries and performed all necessary shutdown procedure for the aircraft. I would attribute several things that resulted in this incident. The first one very likely is my anxiousness to ferry the aircraft back to W32, also know as 'homeitis'. I could've flown later in the day or at a later date. Second, failure of available two-way radio communications. Even with the strong winds at least I could've obtained some airport ground wind reports so I could've planned for a better approach. The last one I could attribute possibly to lack of familiarity with the aircraft in other than calm conditions since all my previous lndgs were in calm WX. Lastly, I found the wind sock to be in an inconspicuous location at 2w5. I wasn't able to locate the sock until I was over the airport and going in the wrong direction for a proper pattern. I didn't notice the tetrahedron until I was down on the ground.

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Original NASA ASRS Text

Title: SMA OVERSHOT RWY, LOST CONTROL AND DAMAGED ACFT.

Narrative: DEPARTED W10, ON A FERRY FLT TO W32. THE ONLY TWO WAY RADIO IN THE ACFT WAS WORKING AT THE TIME OF TKOF XA:30. UPON SWITCHING OVER TO WASHINGTON APCH I WAS STILL ABLE TO RECEIVE VOICE COMS. THIS WAS OVER THE POTOMAC RIVER. WHEN I SWITCHED OVER TO THE W32 UNICOM FREQ, I COULDN'T EITHER XMIT OR RECEIVE. I SET UP FOR A NORDO APCH INTO THE FIELD, HOWEVER THE APCH WINDS WERE APPROX 90 DEG TO THE RWY AND GUSTING OVER THE ACFT CAPABILITIES. I MADE 3 OTHER APCHS INTO THE FIELD WITH THE SAME RESULTS TO THE POINT WHERE THE CRAB ANGLE APPEARED TO BE ABOUT 30-35 DEG WITH RESPECT TO THE RWY. I DIVERTED TO 2W5 TO DETERMINE IF THE WIND AND GUST SITUATION WAS BETTER. WHEN I ARRIVED IN THE PATTERN ENVIRONMENT I TRIED TO CONTACT 2W5 THROUGH UNICOM BUT COULD NOT RECEIVE. I APCHED THE ARPT FROM THE NW TO DETERMINE THE LOCATION OF THE WIND SOCK AND THE TETRAHEDRON. THIS WAS THE FIRST TIME I WAS FLYING TO THIS ARPT SINCE IT IS A PRIVATE ARPT AND HOMEBUILT ACFT ARE NOT ALLOWED UNLESS UNDER AN EMER. WHEN I FLEW OVER THE ARPT I WAS ABLE TO FIND THE WIND SOCK AND THEN DETERMINE HE APPARENT WIND DIRECTION AND SPD. THE WINDS APPEARED TO BE FROM THE SE. I SETUP FOR A PATTERN APCH ON THE SE RWY AND DETERMINED THAT THE GUSTS STILL FELT UNMANAGEABLE SO I WENT AROUND FOR A SEC ATTEMPT. AT THIS TIME I SAW AN SMA TKOF ON THE OPP END OF THE RWY ON THE NWESTERN DIRECTION. AT THIS TIME CONSIDERING MY JUDGEMENT ON THE AMOUNT OF FUEL THAT I HAD IN THE ACFT AND WITH ALL THE BUMPING I RECEIVED, I DECIDED TO CHANGE THE PATTERN AND IMMEDIATELY SETUP FOR A R BASE AND FINAL FOR THE NW RWY. MY APCH SPD ON FINAL WAS 100 MPH INDICATED WITH THE THROTTLE ALL THE WAY BACK. MY T/D SPD WAS 55-60 MPH INDICATED APPROX HALFWAY DOWN THE RWY. AT THIS TIME I REALIZED THE AIRPLANE WAS GOING TOO FAST AND ALMOST AT DEP END. WHEN THE TAIL WHEEL TOUCHED I IMMEDIATELY BRAKED AND AT THE SAME TIME FORCED THE AIRPLANE INTO A L GND LOOP TO AVOID LEAVING THE DEP END OF THE RWY THE ACFT HIT THE TWO L RWY END LIGHTS AS IT WAS TURNING L AND IMMEDIATELY FOLDED THE LNDG GEAR BRINGING THE ACFT TO A QUICK STOP. THE ACFT SLID UPRIGHT AND ENDED UP ABOUT 100 DEG WITH RESPECT TO THE RWY. DAMAGE TO THE LIGHTS WAS TWO BROKEN BULBS WHICH WERE REPLACED QUICKLY BY THE ARPT STAFF. DAMAGE TO THE ACFT WAS A CRACKED LOWER COWLING, ONE BROKEN PROP BLADE (THE OTHER BALDE WAS INTACT) TORN FIBERGLASS SKIN BEHIND THE LNDG GEAR WHERE THE FAIRINGS BROKE OFF UNDER THE WINGS AND THE LNDG GEAR PANTS. I RECEIVED NO INJURIES AND PERFORMED ALL NECESSARY SHUTDOWN PROC FOR THE ACFT. I WOULD ATTRIBUTE SEVERAL THINGS THAT RESULTED IN THIS INCIDENT. THE FIRST ONE VERY LIKELY IS MY ANXIOUSNESS TO FERRY THE ACFT BACK TO W32, ALSO KNOW AS 'HOMEITIS'. I COULD'VE FLOWN LATER IN THE DAY OR AT A LATER DATE. SEC, FAILURE OF AVAILABLE TWO-WAY RADIO COMS. EVEN WITH THE STRONG WINDS AT LEAST I COULD'VE OBTAINED SOME ARPT GND WIND RPTS SO I COULD'VE PLANNED FOR A BETTER APCH. THE LAST ONE I COULD ATTRIBUTE POSSIBLY TO LACK OF FAMILIARITY WITH THE ACFT IN OTHER THAN CALM CONDITIONS SINCE ALL MY PREVIOUS LNDGS WERE IN CALM WX. LASTLY, I FOUND THE WIND SOCK TO BE IN AN INCONSPICUOUS LOCATION AT 2W5. I WASN'T ABLE TO LOCATE THE SOCK UNTIL I WAS OVER THE ARPT AND GOING IN THE WRONG DIRECTION FOR A PROPER PATTERN. I DIDN'T NOTICE THE TETRAHEDRON UNTIL I WAS DOWN ON THE GND.

Data retrieved from NASA's ASRS site as of July 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.