What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Pilot's statement: this was the third flight of the day. My landing flair was smooth and controlled, with a slight flair up as my tail stalled before the main wing. It required a short blast of throttle to slow down the tail stall to almost a perfect 3 point landing. My right tire was about a second behind the other two. After all three tires were rolling, the plane started a drifting turn to the right. My rudder control was not fast enough to arrest the progressive turn rate. I added braking, and then full power to attempt to straighten the roll path, but did not
Obtain a fast enough and adequate response to remain on the runway pavement and to take off with a comfortable safe flight path (due
To the high gross weight and the density altitude, my climb rate was low (300-500 ft/min)). I made the judgement call to shut down the power and abandon the takeoff. I continued the swerving turn with maximum braking into the grassy boundary. The plane continued the classic 'ground loop'
Path roll out. Near completion of the roll out/slide my left tubeless tire deflated and caught the ground; this
Resulted with the landing suspension support bar breaking which allowed the left tire (while still attached to the plane) to roll under allowing the left wing to drop and contact the ground; almost no further slide.
As the FAA filed it
PILOT'S STATEMENT: THIS WAS THE THIRD FLIGHT OF THE DAY. MY LANDING FLAIR WAS SMOOTH AND CONTROLLED, WITH A SLIGHT FLAIR UP AS MY TAIL STALLED BEFORE THE MAIN WING. IT REQUIRED A SHORT BLAST OF THROTTLE TO SLOW DOWN THE TAIL STALL TO ALMOST A PERFECT 3 POINT LANDING. MY RIGHT TIRE WAS ABOUT A SECOND BEHIND THE OTHER TWO. AFTER ALL THREE TIRES WERE ROLLING, THE PLANE STARTED A DRIFTING TURN TO THE RIGHT. MY RUDDER CONTROL WAS NOT FAST ENOUGH TO ARREST THE PROGRESSIVE TURN RATE. I ADDED BRAKING, AND THEN FULL POWER TO ATTEMPT TO STRAIGHTEN THE ROLL PATH, BUT DID NOT
OBTAIN A FAST ENOUGH AND ADEQUATE RESPONSE TO REMAIN ON THE RUNWAY PAVEMENT AND TO TAKE OFF WITH A COMFORTABLE SAFE FLIGHT PATH (DUE
TO THE HIGH GROSS WEIGHT AND THE DENSITY ALTITUDE, MY CLIMB RATE WAS LOW (300-500 FT/MIN)). I MADE THE JUDGEMENT CALL TO SHUT DOWN THE POWER AND ABANDON THE TAKEOFF. I CONTINUED THE SWERVING TURN WITH MAXIMUM BRAKING INTO THE GRASSY BOUNDARY. THE PLANE CONTINUED THE CLASSIC 'GROUND LOOP'
PATH ROLL OUT. NEAR COMPLETION OF THE ROLL OUT/SLIDE MY LEFT TUBELESS TIRE DEFLATED AND CAUGHT THE GROUND; THIS
RESULTED WITH THE LANDING SUSPENSION SUPPORT BAR BREAKING WHICH ALLOWED THE LEFT TIRE (WHILE STILL ATTACHED TO THE PLANE) TO ROLL UNDER ALLOWING THE LEFT WING TO DROP AND CONTACT THE GROUND; ALMOST NO FURTHER SLIDE.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.