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.