PORTERFIELD SMA MAKING FULL STOP LNDGS. PLT HAD EXECUTED 3-POINT LNDG AND ON ROLLOUT ACFT BEGAN VEERING TO THE L. UNABLE TO STEP L TURN AND ENDED UP GND DAMAGING THE RUDDER AND TRAILING EDGE OF THE L AILERON PLUS THE TAILWHEEL ASSEMBLY. NO INJURY TO THE PLT.

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WHILE PRACTICING LNDGS; I MADE A FULL STOP 3-POINT LNDG ON RWY 36. TOUCHDOWN WAS NORMAL BUT A FEW SECONDS LATER THE ACFT BEGAN VEERING TO THE L. I APPLIED R RUDDER UNTIL THE RUDDER PEDAL WAS AT THE MAX LIMIT; WITHOUT EFFECT. I NEXT APPLIED FULL L AILERON. THE RATE AT WHICH THE ACFT WAS VEERING TO THE L SLOWED; BUT DID NOT STOP. I THEN APPLIED R BRAKE. ALTHOUGH THE AIRPLANE DECELERATED; THE RATE OF TURN TO THE L CONTINUED TO INCREASE; ENDING IN A GND LOOP TO THE L AT THE W EDGE OF THE RWY. THE ACFT ENDED UP IN A SHALLOW DITCH BORDERING THE RWY AND SUSTAINED DAMAGE TO THE BOTTOM OF THE RUDDER; THE OUTBOARD 33 INCHES OF THE TRAILING EDGE OF THE L AILERON; AND THE TAILWHEEL ASSEMBLY. WX AT THE TIME WAS EXCELLENT; WITH A LIGHT BREEZE OF ABOUT 5 KTS COMING FROM BTWN 240- 300 DEGS. WX WAS NOT A FACTOR. EVERYTHING I'VE LEARNED IN 14000 HRS TELLS ME THAT WITH FULL R RUDDER AND BRAKE AND FULL L AILERON; THE AIRPLANE SHOULD HAVE BEEN TURNING TO THE R; NOT THE L. FOR THIS REASON; I FIND IT HARD NOT TO SUSPECT A MECHANICAL FAULT IN THE RUDDER/TAILWHEEL CTL LINKAGE; BUT AT THIS TIME WE HAVE NOT YET FOUND ANY PHYSICAL EVIDENCE TO SUPPORT THIS THEORY. THE FAA CURRENTLY LABELS THIS AN INCIDENT RATHER THAN AN ACCIDENT (AND I FILE THIS FORM AT THE EMPHATIC SUGGESTION OF THE FAA INSPECTOR TO WHOM I RPTED THIS INCIDENT). HOWEVER; IT IS CLASSIFIED; I MUST CONFESS TO FEELING A CERTAIN SENSE OF BETRAYAL IN HAVING DAMAGED AN AIRPLANE AFTER DOING 'EVERYTHING RIGHT.'