Bonanza 35
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Flight Crew Last 90 Days 59.9; Flight Crew Total 835.2; Flight Crew Type 186.2
Situational Awareness
Inflight Event / Encounter Wake Vortex Encounter
Aircraft Aircraft Damaged
Human Factors; Procedure; Environment - Non Weather Related
I was the pilot in command of the aircraft. The Fisk arrival up to turning left downwind for [Runway] XXR was very smooth.  Upon turning downwind; I began my descent as requested to do so by the Tower Controllers.  It was at this time I gained a visual on the Ford Trimotor I was to be following to the runway.  As I approached the point abeam the blue dot; (where pilots are requested to turn base) I noticed separation between myself and the Trimotor was a bit tight.  Because of this; I delayed my base turn as long as I possibly could.  Upon reaching the blue dot; the Controller instructed me to turn base somewhat urgently; to which I complied.  I fully configured the aircraft for landing in the base leg and monitored my airspeed very closely.  Approaching the base to final turn my airspeed was indicating 95mph.  Normal final approach speed in this Bonanza is around 80-85mph depending on gust factor and weight. Due to the approach requirements for [Runway] 18R during the [air-show] NOTAM; my base to final turn had to be made at an incredibly low altitude.  In my shallow descending turn to final; the aircraft began banking uncontrollably to the left at about 100 ft. above the ground.  Knowing I had plenty of airspeed; my immediate conclusion was wake turbulence from the Trimotor.  I simultaneously applied full power and gave the aircraft right aileron and right rudder.  These inputs stopped the roll but did not initially level the wings.  As the aircraft began sinking towards the ground; my extra airspeed allowed me to arrest the descent rate with back elevator pressure as the left main made contact with the grass just before the A2 taxiway intersection on the left side of the runway.  The aircraft bounced and continued flying.  I floated approximately 500 feet down the runway and touched down smoothly around the pink dot.  The left main landing gear partially folded on roll out. My error was complacency and not recognizing the potential for wake turbulence behind the Ford Trimotor.  I was only 15-20 seconds behind the aircraft and less than a half mile in trail.  This kind of separation is normal during [this air-show]; but I believe it is somewhat rare for another aircraft to follow the Trimotors as closely as I was asked to do.  At least in my 8 years of attendance; I have yet to see that separation from a Trimotor; especially on the [Runway] XXR arrival.As a pilot that has flown into [air-show] as PIC 7 times now; I understand that further separation isn't possible in most cases.  However; I do believe that controllers should give more 'Caution; wake turbulence' warnings to aircraft that are following very closely to slow and heavy aircraft.  I frequently listen to the tower controllers on my hand held radio while I watch arrivals at the show; and I do not ever recall hearing a wake turbulence warning.  Doesn't mean they haven't done it; I've just never heard it. There are many things going through a pilot's mind while attempting to land at [air-show]; and for me; wake turbulence was unfortunately not one of those things.
BE35 pilot reported encountering wake turbulence on approach in trail of a Ford Trimotor that resulted in a hard landing and damage to the landing gear.