PVT PLT IN HER BL26 VIKING ON LNDG. AFTER THE SECOND TOUCHDOWN THE ACFT VEERS OFF THE RWY. IT IMPACTS A HUMP IN THE GND OFF THE RWY AND ACFT IS DAMAGED. THE L GEAR HAD COLLAPSED ON THE SECOND TOUCHDOWN.

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I PLTED A 1973 BELLANCA SUPER VIKING 30A FROM SGR TO T20. I MADE A NORMAL APCH TO LNDG ON RWY 15 AT T20. COMPLETING THE APCH; JUST PAST THE NUMBERS FOR RWY 15; I WAS SLIGHTLY BELOW 100 MPH INDICATED AIRSPD WITH THROTTLE SET AT 15 INCHES MANIFOLD PRESSURE; AND I WAS REDUCING PWR. THE WINGS WERE LEVEL AND THE WIND WAS CALM. AFTER INITIAL TOUCHDOWN; I BOUNCED UP BY APPROX 1-2 FT AND LANDED ONCE AGAIN APPROX 2 PLANE LENGTHS LATER. THE LNDG WAS NORMAL UP TO THAT POINT. A FEW SECONDS AFTER TOUCHDOWN; THE ACFT VEERED TO THE L AND I THOUGHT THAT I WAS AIRBORNE ONCE AGAIN. THE RUDDER/NOSEWHEEL WAS STRAIGHT AND DID NOT APPEAR TO CAUSE A TURN TO THE L. DEPARTING THE RWY I SAW TREES AND A HUMP IN THE GND. THE ACFT NOSE IMPACTED THE HUMP IN THE GND. IT IS NOT KNOWN IF A BRAKE MALFUNCTIONED; THE L LNDG GEAR COLLAPSED; OR SOME OTHER MALFUNCTION CAUSED THE SUDDEN TURN TO THE L OFF OF THE RWY. AT THIS TIME THE TOTAL DAMAGE TO THE ACFT IS UNKNOWN. THERE WERE NO PERSONAL INJURIES. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT SHE HAD RELAXED A BIT AS THE ACFT SETTLED DOWN THE SECOND TIME; THINKING; 'OH; I'M DOWN AND OK.' THE MECH LATER STATED THAT THE L STRUT HAD FAILED. IT ISN'T KNOWN IF THIS WAS FROM UNDUE STRESS OR JUST ACFT AGE. THE ACFT SUSTAINED DAMAGE TO ITS LNDG GEAR; PROP; FLAPS AND FUSELAGE. THE FAA CLASSIFIED THIS AS AN INCIDENT. RPTR SAID SHE MAY HAVE TO DO SOME LNDG PROCS FOR AN FAA EXAMINER PRIOR TO FLYING AGAIN. THIS WAS HER 'REAL FIRST TIME' ALONE; WITH THE EXCEPTION OF HER DOG IN THE BACK SEAT.