V Tail Hard Landing Oshkosh 2019, Open Discussion UPDATED Info from incident pilot in description

To see a small demonstration of the vortices created by propellers and wings , see this short video
https://www.youtube.com/watch?v=nJVrc8HdsO4

Here is a video on avoiding wake turbulence --
https://youtu.be/FTm5d6RK5a4?t=817

ORIGINAL COMMENT: Not to put other pilots on blast, heaven knows that we all make mistakes. And this pilot showed great skill and ability to recover. But since this incident was captured on video, thought it was worthy of inspection and discussion. Thoughts and comments are welcomed.

UPDATE MARCH 2020 from the pilot himself:
The Fisk arrival up to the point I turned left downwind went very smoothly. Upon turning downwind, I began my descent as requested to do so by the tower controller. It was at this point I gained a visual on the Ford Trimotor that I was going to be following to the runway. From the very beginning I thought our separation was a bit tight. With this in mind, I began widening out my downwind slightly and planned on delaying my base turn as long as possible to try and squeeze out a little extra space. Upon reaching the point abeam the blue dot, the controller instructed me to turn base somewhat urgently, to which I complied. This whole exchange can be heard on the LiveATC recording (I'm told to start my descent just after the 1:45 mark). Almost every year I've flown into Oshkosh, the controllers have jammed me in close behind someone like this, so it seemed normal at the time. I fully configured the aircraft for landing in the base leg and monitored my airspeed. Approaching my base to final turn, my airspeed was indicating 95mph. Normal final approach speed in this airplane is 80-85mph depending on gust factor and weight, but it can be slowed to as low as 75mph for short field landings. The airplane stalls at 59mph at maximum gross weight in the landing configuration. In my stable, 15-20 degree bank, descending turn to final, the aircraft began banking uncontrollably to the left. Knowing I had plenty of airspeed, I immediately suspected wake turbulence from the Trimotor. I had a little less than 3 seconds from the time the left wing first starts to dip to the time the airplane first makes contact with the ground. With that little time, it was all instinct at this point. I simultaneously applied right aileron, right rudder, and full power. With the airplane also now in about a 35-40 degree bank, I unloaded the wings as much as I possibly could. These inputs stopped the roll but due to the vortex they did not initially level the wings. Thankfully, my extra airspeed allowed me to arrest the descent rate with back elevator pressure just as the left main made contact with the ground. It's hard to tell in the video, but we initially hit in the grass just before the A2 taxiway to the left of the runway. Probably a good thing too... pavement would have been much less forgiving. Anyways, as you can see, the airplane bounced and continued flying. I floated approximately 500 feet down the runway and touched down smoothly around the pink dot. The left main partially folded on rollout.

I've hashed this out a million times in my head, and overall I am extremely happy with the outcome. I feel very lucky that we walked away with no injuries... other than a slightly bruised ego. My only regret in the recovery is my rudder input. I believe the rudder was necessary to help stop the roll, but in hind sight, I think it was definitely more than I needed to counteract the adverse yaw from all the aileron. This put the airplane into a slip and only increased the rate of descent. In the end it all worked out, so I can't really say things would've undoubtedly ended better had I done anything differently. It's just been very hard not to second guess everything.

The Lesson:

I will be the first to admit I have always had a somewhat nonchalant approach to wake turbulence avoidance, and based on conversations I've had with others in the past, I believe there are many out there with the same attitude. I have begrudgingly accepted "hold short wake turbulence departing Beechjet" instructions while I think to myself about how dumb it is to wait 2 minutes for an airplane with the same wingspan as a Piper Malibu... And oh man, do I now realize how dangerous of an attitude that was.

Read AC 90-23G for an extremely detailed lesson on wake turbulence, the measures you should take to avoid it, and what you should do to recover in the event you find yourself trapped in it. The Advisory Circular explains everything much better than I can

There's one last thing I ask you all to take away from this, and that is to be extremely careful when trying to figure out what caused an aircraft accident. Accident speculation is something I see often on this subreddit, especially in local news crash article threads that give absolutely no information to comprise a theory on. Unless we've heard the pilot's account or an official accident report has been released, none of us can ever be sure what happened.

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