PRESCOTT, AZ, USA
N106BM
Piper PA-44-180
Ground witnesses observed the airplane flare out high, then touch down hard; it did not bounce. The airplane initially rolled down the runway. Then, it veered right and rolled over a culvert, collapsing the left main landing gear and the nose gear. Additional structural damage also occurred to the airframe. The pilot reported to a responding airport employee that the runway was 'slick.' At the time, the runway was wet due to light rain, no standing water was present, and the wind was from 220 degrees at 9 knots. In a written note addressed to the National Transportation Safety Board the pilot stated the following: 'NTSB, lack of crosswind correction, tailwind, hydroplaning, failure to timely go around.' The pilot was employed as a full-time flight instructor. Four days earlier he had passed a flight check for the multiengine flight instructor's certificate. His total multiengine flying experience and experience in the accident airplane was about 60 and 6 hours, respectively.
HISTORY OF FLIGHT On March 16, 1999, about 1831 hours mountain standard time, a Piper PA-44-180, N106BM, owned and operated by Custom Pilot Services, Prescott, Arizona, made a hard landing on runway 12 at the Ernest A. Love Field, Prescott. The airplane veered off the side of the runway, traversed a drainage ditch and was substantially damaged. Neither the commercial pilot nor passenger was injured. Visual meteorological conditions existed. No flight plan was filed for the personal flight performed under 14 CFR Part 91. The flight originated from Prescott about 1757. A City of Prescott (airport) employee was working at the airport and observed the accident sequence. In pertinent part, the employee reported seeing the airplane flare out high. Then, the airplane "seemed to hit hard on (its) nose wheel." On March 18, 1999, the National Transportation Safety Board investigator interviewed the Federal Aviation Administration (FAA) air traffic controller who was on duty and observed the accident. In summary, the controller reported that he recalled observing the airplane's final approach to runway 12, and the approach looked "normal." The airplane flared out higher than typical, and the nose pitched upward. Thereafter, the airplane appeared to hit the runway with its main landing gear and the nose dropped. After touching down, the airplane did not appear to bounce up and its speed looked slightly faster than normal. The airplane initially rolled down the runway. Then, it veered to the right and dipped down into a ditch. A plume of dirt was noted as the airplane came to a stop. PERSONNEL INFORMATION The pilot was employed full-time as a certified flight instructor. According to his employer, he had flown the airplane to increase his multiengine flight experience, and he had aspirations of becoming an airline pilot. Between March 8 and 10, 1999, the pilot received flight instruction in the airplane for the purpose of obtaining a multiengine flight instructor certificate. On March 12, the pilot passed the requisite check ride. By the accident date, the pilot's total experience flying the airplane was about 6 hours. His total multiengine flight time was about 60 hours. METEOROLOGICAL INFORMATION The on-duty air traffic controller reported to the Safety Board investigator that at the time of the accident the runway was wet, but no standing water was noted. Responding fire department personnel also reported that the runway surface was wet. According to an airport employee, the pilot stated to him after the accident that the runway was "slick." At 1841, a special weather observation indicated, in part, that the airport's surface wind was from 220 degrees at 9 knots. Light rain was also noted. WRECKAGE AND IMPACT INFORMATION The FAA coordinator responded to the accident site and examined the wreckage. He reported that the airplane had touched down on runway 12, just north of intersecting runway 21L. In this area on the runway, there was no evidence of metal contact or skid marks. After the airplane departed the runway it rolled over a culvert collapsing the left main landing gear and the nose gear. Additional structural damage also occurred to the airframe. No evidence of preimpact mechanical malfunction was observed. ADDITIONAL INFORMATION After the accident the pilot and his passenger-wife departed the area. The Prescott Police Department subsequently reported receiving a 911-telephone call, and an officer was dispatched to the pilot's residence at 1920. Upon entrance, the pilot's wife showed the officer a note from her husband. In part, the note was addressed to the National Transportation Safety Board and stated the following: "NTSB, lack of crosswind correction, tailwind, hydroplaning, failure to timely go around." The pilot's wife reported to the officer that she and her husband had just returned from an airplane flight, which terminated in an accident. During the flight they had not landed at any airport other than at Prescott, and their touchdown had been "really hard." The wife further reported to the officer that her husband believed his career was over. The pilot's body was located behind the residence. The Yavapai and Maricopa County medical examiner performed an autopsy and conducted toxicological tests. The examiner determined that the pilot had committed suicide. No evidence of ethanol or drugs was found.
The pilot's misjudged landing flare resulting in a hard touchdown, and, his failure to adequately compensate for the existing crosswind condition and to maintain directional control during rollout on the wet runway.
Source: NTSB Aviation Accident Database
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