Pitts S-1 All Series
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 134; Flight Crew Total 6893; Flight Crew Type 36
Confusion; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Aircraft Aircraft Damaged; General Police / Security Involved
Airport; Aircraft; Human Factors; Weather
I only have one communication radio; so as soon as I proceeded inbound to ZZZ; I requested off frequency for approximately 2 minutes to listen to the ATIS. I reported back on with Approach and advised them I had the current ATIS. The winds were reported as 330/3 (or something similar). This immediately got my attention as this would present me with a quartering tailwind. Shortly thereafter; I reported ZZZ in sight and was switched to ZZZ Tower. Tower advised me initially to expect the shorter of the two runways. I reported 'unable' due to inadequate length and width; and was subsequently awarded the Right runway. I was cleared for a visual straight in approach. My plan was to get a wind-check on a 5 mile final; and if the tailwind was still present refuse the clearance and ask for the opposite direction runway. However; when I got the wind check the winds were reported as 270/8. Nearly a direct crosswind - no problem.I was cleared for the option behind a slower aircraft and was told to conduct a left hand pattern on the go. After my touch and go; however; I was immediately cleared for a right hand pattern as the traffic was much slower in front of me. I offset on upwind to keep the traffic ahead in sight and turned crosswind at 500 feet. Shortly after turning downwind; Tower cleared me for the option in front of the traffic that was now on a left downwind. I executed a normal power off 180 approach. Shortly after touchdown; the right wing began to lift up even though I had significant right aileron. I immediately put the stick all the way to the right stop; and to my complete surprise the right wing came up even more. Suddenly; the wing tip struck the ground; sending the airplane in a skid to the right. I applied full left rudder but the airplane continued to lunge forward onto the nose (regardless of full aft elevator); and once the prop struck the ground the airplane rotated clockwise and came to a stop on its nose approximately 25 feet right of centerline. After the aircraft came to a stop; I executed my memory item for emergency egress and was able to exit the aircraft on the left. I assessed myself as well as the aircraft. Three Department of Public Safety (DPS) troopers immediately arrived; followed shortly thereafter by several employees from the FBO. After I began to take pictures of the aircraft and do a closer inspection; I realized the aircraft was dripping fuel dangerously close to the two exhaust pipes (the fuel tank is located between the cockpit and the engine). I immediately asked the others for help in lowering the tail to the ground; and asked them to have the fire department respond. No ARFF facilities were located on the field; so the closest fire truck would be from the local fire department. Once we received clearance from who I believe was the Operations Manager to lower the tail; we did so and then began to drain the fuel from the belly drain into multiple 5 gallon buckets. This limited any immediate fire danger. The Fire Department as well as the EMS personnel arrived shortly thereafter and were only on scene a few minutes. FSDO was in contact with me and requested pictures of the scene; allowing him to make the decision on whether or not we could move the aircraft. He then asked me 'what happened'. Still in a parachute with multiple responders standing around and on the runway; I informed him I would like to take a breather and make a statement at a later time. I sent him the requested pictures and he called back immediately giving us the go ahead to move the aircraft. The FBO towed the aircraft to a hangar where it is currently located.This mishap is devastating to me. I'm an ATP rated pilot with CFI/II/MEI ratings and have been an airline pilot for 15 years. I worked in several positions in a corporate jet training department before starting at an Airline; most recently as a Proficiency Check Airman. I was raised in an aviation family by a very passionate father. From a young age; he taughtme to be a proud; perfect; pilot. While we clearly know there is no such thing as perfection; his concept was simple. Don't ever quit studying. Respect aviation. Do it right - and do it safely. I am a student of aviation; plain and simple. I'm constantly studying and learning. When I began my Pitts search; I first sought out the best instructor money could buy. I spent many weekends with him; even staying at his house; soaking up all the knowledge I possibly could from him; his colleagues; and even his highly regarded mechanic. I learned a tremendous amount in his course. This; along with the expert tailwheel instruction I had received over the years and good foundation for tailwheel flying left me feeling very prepared when I first stepped into my Pitts last fall. Therefore; I have been replaying this over and over in my head the last 2 days; probably close to 100 times. I felt like I simply ran out of aileron authority and couldn't understand why the right wing continued to rise after full right aileron. I've even recreated it using a model aircraft and simulated runway. If there is something I did incorrectly; I want to know about it and learn from it. I want to share it with others so it doesn't happen to them. After a LOT of reflection and recreation; my thoughts are this.Stay away from quartering tailwinds. This was ingrained in my head; thus the reason I was so aware of the wind. The aircraft has no tailwind component limitation; just a 20 knot crosswind component limitation. Shortly after I touched down; I'm confident I encountered a shear from crosswind to quartering or direct tailwind. This was verified by pictures I took of the aircraft; which happened to have a windsock in them that was located very close to where the aircraft came to a stop. The wind was indicating a direct tailwind of approximately 8 knots. This would explain my perceived lack of aileron authority. My stick deflection to the right in reality exacerbated the situation; as the wind was hitting the control surface from the rear. I would like to see ATC facilities have more understanding and awareness of the effect wind has on different aircraft; especially tailwheel aircraft. If Tower would have provided indicators that the wind had been variable and currently had a tailwind component; I would most definitely had gone around or diverted. Along with that; one wind reading on the field is not adequate. Especially at an airport that has a high presence of General Aviation traffic and has a tendency to have differing winds across the field. Ironically; the airport was turned around after my aircraft was towed off the runway.
A taildragger pilot reported loss of control during landing resulting in a prop strike and wingtip striking the ground.