Narrative:

Touchdown and initial rollout were normal: on the numbers, on speed, on centerline, smooth. Typical for naval aviators. We slowed to about 15 mph and then things began to happen rather quickly. The little airplane began to turn right. I corrected with rudder inputs but to no avail. It kept turning right and at an increasing rate. I started for the elusive heel brake but it was apparent that I would not be able to prevent a ground loop. I didn't realize just how weak the gear on an small aircraft 1 is when it comes to side loads. The left main gear folded under the fuselage and we came to a stop on the left wingtip after turning through about 220 degrees. Inspection of the flight controls found the rudder to be very sloppy unless both pedals were under foot tension. Consultation with an small aircraft 1 expert discloses this to be normal. I believe that my initial rudder corrections were not large enough to stop the turn at low airspeed. Excuses can be made about ineffective mechanical brakes that are very difficult to apply, poorly designed main gear and perhaps other factors, but the airplane is 53 yrs old and has had these deficiencies since its first flight. I now believe that this 'old pro' has learned the lesson that little airplane pilots are weaned on: keep flying the bird until it's in the hangar or tied down. My big iron experience, which went from bmb through air carrier widebody transport led to complacency when slow in ideal conditions. Never again!

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Original NASA ASRS Text

Title: AN 'OLD PRO' RETIRED ACR PLT GND LOOPED HIS ANTIQUE TAILDRAGGER SMA.

Narrative: TOUCHDOWN AND INITIAL ROLLOUT WERE NORMAL: ON THE NUMBERS, ON SPD, ON CTRLINE, SMOOTH. TYPICAL FOR NAVAL AVIATORS. WE SLOWED TO ABOUT 15 MPH AND THEN THINGS BEGAN TO HAPPEN RATHER QUICKLY. THE LITTLE AIRPLANE BEGAN TO TURN R. I CORRECTED WITH RUDDER INPUTS BUT TO NO AVAIL. IT KEPT TURNING R AND AT AN INCREASING RATE. I STARTED FOR THE ELUSIVE HEEL BRAKE BUT IT WAS APPARENT THAT I WOULD NOT BE ABLE TO PREVENT A GND LOOP. I DIDN'T REALIZE JUST HOW WEAK THE GEAR ON AN SMA 1 IS WHEN IT COMES TO SIDE LOADS. THE L MAIN GEAR FOLDED UNDER THE FUSELAGE AND WE CAME TO A STOP ON THE L WINGTIP AFTER TURNING THROUGH ABOUT 220 DEGS. INSPECTION OF THE FLT CTLS FOUND THE RUDDER TO BE VERY SLOPPY UNLESS BOTH PEDALS WERE UNDER FOOT TENSION. CONSULTATION WITH AN SMA 1 EXPERT DISCLOSES THIS TO BE NORMAL. I BELIEVE THAT MY INITIAL RUDDER CORRECTIONS WERE NOT LARGE ENOUGH TO STOP THE TURN AT LOW AIRSPD. EXCUSES CAN BE MADE ABOUT INEFFECTIVE MECHANICAL BRAKES THAT ARE VERY DIFFICULT TO APPLY, POORLY DESIGNED MAIN GEAR AND PERHAPS OTHER FACTORS, BUT THE AIRPLANE IS 53 YRS OLD AND HAS HAD THESE DEFICIENCIES SINCE ITS FIRST FLT. I NOW BELIEVE THAT THIS 'OLD PRO' HAS LEARNED THE LESSON THAT LITTLE AIRPLANE PLTS ARE WEANED ON: KEEP FLYING THE BIRD UNTIL IT'S IN THE HANGAR OR TIED DOWN. MY BIG IRON EXPERIENCE, WHICH WENT FROM BMB THROUGH ACR WDB LED TO COMPLACENCY WHEN SLOW IN IDEAL CONDITIONS. NEVER AGAIN!

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.