Loss of aircraft control by pilot of small aircraft flying in for a special interest activity airsho...

Attributes
ACN	215623
Time
Date	199207
Day	Sat
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : o45
State Reference	CA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	other
Make Model Name	Small Aircraft, High Wing, 1 Eng, Fixed Gear
Flight Phase	descent : approach landing other
Flight Plan	None
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : cfi pilot : commercial pilot : instrument
Experience	flight time last 90 days : 20 flight time total : 2200 flight time type : 14
ASRS Report	215623
Person 2
Affiliation	government : faa
Function	observation : air carrier inspector
Qualification	pilot : cfi pilot : atp
Events
Anomaly	other anomaly other anomaly other other anomaly other other spatial deviation
Independent Detector	other flight crewa other other : unspecified
Resolutory Action	flight crew : regained aircraft control
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other
Situations
Airport	other physical facility

Narrative:

While flying an old model small aircraft to O45 for a fly-in, I monitored unicom for approximately 10 mins prior to entering the traffic pattern. All aircraft reported using runway 2. Since I was approaching from the east, I overflew the field and made a right turn and then entered on the '45' for left traffic runway 2. I was #4 in the pattern at that time. I noted windsock at the 20 end of the field indicated wind was directly down the runway from the north. As I passed the approach end of runway 2 that windsock indicated a wind from the southwest at no more than 5 KTS. Final approach confirmed a slight left crosswind and touchdown was made on left main gear. Left wing down and some right rudder. Just after the tail came down, the aircraft passed by a wooded area on the right and then an open area, also on the right. At that time, the aircraft went into a left wing down attitude and started a sharp turn to the right. Ailerons were reversed and left rudder applied to stop the right turn. By the time the turn was stopped, aircraft had diverged 20 to 30 degrees from the centerline of the runway. Decision was made to not risk attempting a sharp left turn to keep the aircraft on the runway, but to stop straight ahead. The aircraft was brought to a safe stop on the dry, hard-packed surface, just to the right of the runway. I then proceeded onto the taxiway and to the parking area. There was no damage whatsoever to the aircraft or airport property. At no time did the aircraft come in close proximity to other aircraft. Immediately upon exiting the aircraft I was approached by an FAA representative who examined my certificate and medical. He was adamant that there was no excuse for the event and his 1 solution was to execute a go around. I rejected that idea since the aircraft was going too slow, was headed away from the runway, and less than half of the runway was left. Although I believe my final actions to have been the safest procedure under the conditions described, further attention to possible wind change due to varying terrain may have helped to anticipate the need for prior corrective action.

Original NASA ASRS Text

Title: LOSS OF ACFT CTL BY PLT OF SMA FLYING IN FOR A SPECIAL INTEREST ACTIVITY AIRSHOW RESULTS IN RWY EXCURSION DURING LNDG PROC ROLLOUT XWIND LNDG. FAA REPRESENTATIVE CRITICIZES PERFORMANCE AND PLT TECHNIQUE FLYING.

Narrative: WHILE FLYING AN OLD MODEL SMA TO O45 FOR A FLY-IN, I MONITORED UNICOM FOR APPROX 10 MINS PRIOR TO ENTERING THE TFC PATTERN. ALL ACFT RPTED USING RWY 2. SINCE I WAS APCHING FROM THE E, I OVERFLEW THE FIELD AND MADE A R TURN AND THEN ENTERED ON THE '45' FOR L TFC RWY 2. I WAS #4 IN THE PATTERN AT THAT TIME. I NOTED WINDSOCK AT THE 20 END OF THE FIELD INDICATED WIND WAS DIRECTLY DOWN THE RWY FROM THE N. AS I PASSED THE APCH END OF RWY 2 THAT WINDSOCK INDICATED A WIND FROM THE SW AT NO MORE THAN 5 KTS. FINAL APCH CONFIRMED A SLIGHT L XWIND AND TOUCHDOWN WAS MADE ON L MAIN GEAR. L WING DOWN AND SOME R RUDDER. JUST AFTER THE TAIL CAME DOWN, THE ACFT PASSED BY A WOODED AREA ON THE R AND THEN AN OPEN AREA, ALSO ON THE R. AT THAT TIME, THE ACFT WENT INTO A L WING DOWN ATTITUDE AND STARTED A SHARP TURN TO THE R. AILERONS WERE REVERSED AND L RUDDER APPLIED TO STOP THE R TURN. BY THE TIME THE TURN WAS STOPPED, ACFT HAD DIVERGED 20 TO 30 DEGS FROM THE CTRLINE OF THE RWY. DECISION WAS MADE TO NOT RISK ATTEMPTING A SHARP L TURN TO KEEP THE ACFT ON THE RWY, BUT TO STOP STRAIGHT AHEAD. THE ACFT WAS BROUGHT TO A SAFE STOP ON THE DRY, HARD-PACKED SURFACE, JUST TO THE R OF THE RWY. I THEN PROCEEDED ONTO THE TAXIWAY AND TO THE PARKING AREA. THERE WAS NO DAMAGE WHATSOEVER TO THE ACFT OR ARPT PROPERTY. AT NO TIME DID THE ACFT COME IN CLOSE PROX TO OTHER ACFT. IMMEDIATELY UPON EXITING THE ACFT I WAS APCHED BY AN FAA REPRESENTATIVE WHO EXAMINED MY CERTIFICATE AND MEDICAL. HE WAS ADAMANT THAT THERE WAS NO EXCUSE FOR THE EVENT AND HIS 1 SOLUTION WAS TO EXECUTE A GAR. I REJECTED THAT IDEA SINCE THE ACFT WAS GOING TOO SLOW, WAS HEADED AWAY FROM THE RWY, AND LESS THAN HALF OF THE RWY WAS LEFT. ALTHOUGH I BELIEVE MY FINAL ACTIONS TO HAVE BEEN THE SAFEST PROC UNDER THE CONDITIONS DESCRIBED, FURTHER ATTN TO POSSIBLE WIND CHANGE DUE TO VARYING TERRAIN MAY HAVE HELPED TO ANTICIPATE THE NEED FOR PRIOR CORRECTIVE ACTION.

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.

Loss of aircraft control by pilot of small aircraft flying in for a special interest activity airshow results in runway excursion during landing procedure rollout crosswind landing. FAA representative criticizes performance and pilot technique flying.