Thursday, February 16, 2017

Piper PA-46-350P Malibu Mirage, Elmwood Aviation LLC, N4149R: Accident occurred December 02, 2016 at Warrenton–Fauquier Airport (KHWY), Midland, Virginia

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket: - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office: Washington

Elmwood Aviation LLC: http://registry.faa.gov/N4149R

NTSB Identification: GAA17CA139

14 CFR Part 91: General Aviation
Accident occurred Friday, December 02, 2016 in Midland, VA
Probable Cause Approval Date: 04/10/2017
Aircraft: PIPER PA46, registration: N4149R
Injuries: 2 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot receiving instruction reported that, during an annual insurance flight review, he was told to perform a short-field landing for the final landing. The flight instructor told him to be “50 ft. over the numbers at 75 KIAS [knots indicated airspeed], then go to flight idle, push the nose down, and land short.” On short final, the pilot obtained the target altitude and airspeed, then reduced the power to flight idle, and the airplane dropped rapidly. He advanced the power lever, but the turbine-powered engine was slow to respond due to the spool-up lag, and the airplane landed hard and bounced. The pilot reported they taxied back to the hangar with no further incident.

The airplane sustained substantial damage to the fuselage.

The substantial damage was discovered later during a Federal Aviation Administration evaluation for repairs for a ferry permit. The ferry permit was submitted after receiving an engineering evaluation on the structure of the fuselage to allow the company to fly the airplane to a more appropriate repair station.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

The flight manual for the PA-46-350P states: “for a short field technique, flaps are to be full down, airspeed 78 KIAS, throttle as required. Once over the obstacle on final, throttle reduced to idle. After touchdown, brakes maximum.”

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot’s improper landing flare and subsequent hard landing while demonstrating a short-field landing and the flight instructor’s delayed remedial action.

The pilot receiving instruction reported that during an annual insurance flight review, he was told to perform a short field landing for the final landing. The flight instructor told him to be "50ft. over the numbers at 75 KIAS (knots indicated airspeed), then go to flight idle, push the nose down, and land short". The pilot further reported that on short final he obtained the target altitude and airspeed, then reduced the power to flight idle, and the airplane dropped rapidly. He advanced the power lever but the turbine powered engine was slow to respond due to the spool up lag, and the airplane landed hard and bounced. The pilot reported they taxied back to the hangar with no further incident.

The airplane sustained substantial damage to the fuselage.

The substantial damage was discovered later during a Federal Aviation Administration (FAA) evaluation for repairs for a ferry permit. The ferry permit was submitted after receiving an engineering evaluation on the structure of the fuselage, to allow the company to fly the airplane to a more appropriate repair station.

The pilot reported there were no pre-accident mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

The flight manual for the PA-46-350P states: for a short field technique, flaps are to be full down, airspeed 78 KIAS, throttle as required. Once over the obstacle on final, throttle reduced to idle. After touchdown, brakes maximum.

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