Narrative:

I understood the departure clearance to be [to] climb to requested VFR altitude and proceed direct to destination from having been restricted to 080 heading and at/below 2;500 ft; VFR. We climbed to 1;500 ft and turned on course. [We] were later queried on our heading and if we were still on the 080 heading; but had actually turned to 050 on course. Upon arrival (same flight); winds were reported at 250/12 in the ATIS. I requested the runway with more direct wind for landing. Upon landing; the winds seemed much stronger and were quite gusty. I had been up for 18 hours upon landing; having come in from china/alaska the night before and [my] body hadn't adjusted to time change. I bounced on initial contact with the runway heading straight. Rather than executing a go-around which is a great idea in a cessna 195 bounced landing recovery; I added a little power and attempted to get the mains on the ground in a wheel landing. I pushed slightly forward to pin the gear and bounced again prior to touching down for the third time with a slight drift due to a gust of wind. At that point; the aircraft started to veer left so I corrected. When corrected; a gust of wind hit the upwind wing and drove the downwind wing into the runway scraping the tip. I recovered the wing low attitude; but was weathervaning into the wind in a small skid while trying to bring the aircraft to a stop. While trying to bring the aircraft to a stop; we departed the runway onto a taxiway and came to a complete stop between two taxiway lights on the edge of the taxiway. The tower asked of our condition to which we responded we were fine and needed to taxi to parking which we did under our own power under the direction of the ground facility.

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Original NASA ASRS Text

Title: C195 pilot reports misunderstanding departure instructions and deviating from assigned heading. During landing in crosswind conditions the landing is botched; resulting in wingtip contact with the runway and a runway excursion. Fatigue was cited as a possible contributing factor.

Narrative: I understood the departure clearance to be [to] climb to requested VFR altitude and proceed direct to destination from having been restricted to 080 heading and at/below 2;500 FT; VFR. We climbed to 1;500 FT and turned on course. [We] were later queried on our heading and if we were still on the 080 heading; but had actually turned to 050 on course. Upon arrival (same flight); winds were reported at 250/12 in the ATIS. I requested the runway with more direct wind for landing. Upon landing; the winds seemed much stronger and were quite gusty. I had been up for 18 hours upon landing; having come in from China/Alaska the night before and [my] body hadn't adjusted to time change. I bounced on initial contact with the runway heading straight. Rather than executing a go-around which is a great idea in a Cessna 195 bounced landing recovery; I added a little power and attempted to get the mains on the ground in a wheel landing. I pushed slightly forward to pin the gear and bounced again prior to touching down for the third time with a slight drift due to a gust of wind. At that point; the aircraft started to veer left so I corrected. When corrected; a gust of wind hit the upwind wing and drove the downwind wing into the runway scraping the tip. I recovered the wing low attitude; but was weathervaning into the wind in a small skid while trying to bring the aircraft to a stop. While trying to bring the aircraft to a stop; we departed the runway onto a taxiway and came to a complete stop between two taxiway lights on the edge of the taxiway. The Tower asked of our condition to which we responded we were fine and needed to taxi to parking which we did under our own power under the direction of the Ground facility.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.