GREENWOOD, MS, USA
N2966M
PIPER PA-12
BEFORE RENTING THE AIRPLANE, THE PIC/CFI WAS ADVISED BY THE OWNER THAT THE AIRPLANE WAS DIFFICULT TO TAXI AT LOW SPEEDS. THE PIC/CFI STATED THIS IN THE SUBMITTED WRITTEN REPORT. AT THE TIME OF THE ACCIDENT THE WIND WAS FROM 350 DEGREES AT 10 KNOTS. RUNWAY 36 WAS THE ACTIVE RUNWAY. THE FRONT SEAT PILOT WAS FLYING THE AIRPLANE. WHILE LANDING AFTER THE TAIL WHEEL CONTACTED THE RUNWAY, THE EMPENNAGE SWUNG TO THE LEFT. THE PILOT FLYING THE AIRPLANE APPLIED FULL LEFT RUDDER, BRAKE, AND AILERON INPUTS BUT THE AIRPLANE GROUND LOOPED TO THE RIGHT DAMAGING THE LEFT WING. EXAMINATION OF THE TAILWHEEL ASSEMBLY BY AN FAA CERTIFICATED MECHANIC REVEALED THAT A BOLT WHICH SECURES THE TAILWHEEL ASSEMBLY TO THE FUSELAGE WAS SEVERELY WORN. REVIEW OF THE AIRPLANE LOGBOOKS REVEALED THAT THE AIRPLANE HAD ACCUMULATED ABOUT 121 HOURS SINCE THE 100 HOUR INSPECTION WHICH WAS PERFORMED ON MAY 7, 1993.
On September 3, 1993, about 1844 central daylight time, a Piper PA-12, N2966M, registered to Christopher T. Carter, experienced loss of control during the landing roll at the Greenwood-Leflore Airport, Greenwood, Mississippi, while on a 14 CFR Part 91 instructional flight. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight. The airplane was substantially damaged and the certified flight instructor (CFI) and pilot-rated student were not injured. The flight originated about 10 minutes earlier. The CFI who was in the rear seat stated that his son was flying the airplane. At the time of the accident the wind was 10 degrees to the left of the centerline of the runway at 10 knots. His son performed a normal wheel landing and after the tailwheel contacted the runway, the empennage swung to the left. His son applied full left rudder, brake and aileron inputs but the airplane ground looped damaging the left wing. He further stated that he was advised by the owner before he rented the airplane that it was difficult to taxi at low speed which he verified while taxiing the airplane. Examination of the tailwheel assembly by an FAA certificated mechanic revealed that the mounting bolt which secures the tailwheel assembly to the springs then the fuselage was severely worn. Review of the airplane records revealed that the airplane had accumulated about 121 hours since the last 100-hour inspection, which was performed on May 7, 1993.
OPERATION OF THE AIRPLANE BY THE PILOT-IN-COMMAND/CFI WITH KNOWN DEFICIENCIES IN EQUIPMENT AND THE WORN CONDITION OF THE TAILWHEEL ASSEMBLY.
Source: NTSB Aviation Accident Database
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