ST. DAVID, AZ, USA
N234TT
Cessna 182Q
A 20-degree left crosswind at 10 knots with gusts to 16 knots existed for the approach to the short gravel airstrip. The pilot indicated that the approach was normal and that he carried an extra 5 knots of airspeed to compensate for the gusty wind condition that existed. At the approach end of the runway he reduced power and pitched the nose up for landing. He stated that the airplane experienced a greater than normal sink rate, which he tried to arrest with additional pitch control. The sink rate continued and then he added power; however, the airplane touched down short of the runway's approach end. The runway sits on a 3-foot rise, and when the airplane landed the nose wheel struck this rise and was sheared off. The nose wheel strut then dug into the gravel runway and the airplane nosed over. The airframe and powerplant were examined with no discrepancies noted.
On June 3, 1999, at 0845 hours mountain standard time, a Cessna 182Q, N234TT, collided with a berm after landing short of runway 17 at a private gravel airstrip near St. David, Arizona. The airplane, owned and operated by Gadbery Shay Schneider and Partners Architects, LLP, and rented by the pilot under 14 CFR Part 91, sustained substantial damage. The commercial pilot and one passenger sustained minor injuries. Visual meteorological conditions existed for the business flight that departed the Scottsdale, Arizona, airport at 0730. The flight was scheduled to terminate at the accident airport. Reported winds at the accident site were from 150 degrees at 10 knots, gusting to 16. In the pilot's written statement, he said that he flew a normal pattern at 1,000 feet agl and the approach was normal. Due to gusty wind conditions he carried an extra 5 knots of airspeed during the final approach segment. At the end of the runway he reduced the power and pitched the airplane nose up to settle on the runway. The pilot stated that the airplane experienced a greater than normal sink rate and he attempted to arrest the sink rate with added pitch control. He stated that the sink rate continued and he then added power to arrest the descent but the airplane touched down short of the runway. The pilot reported that the runway sits approximately 3 feet higher than the land surrounding it. When the airplane touched down, the nose landing gear impacted that rise and was torn off. The nose wheel strut dug into the gravel runway and the airplane nosed over inverted. No discrepancies were noted with the airplane on the previous flights that morning. A Federal Aviation Administration (FAA) inspector supervised an airframe and powerplant inspection with manufacturer's representatives from Cessna Aircraft Company and Teledyne Continental Motors, who were parties to the investigation. The inspections took place at Air Transport, Phoenix, Arizona, on June 8, 1999. Flight control continuity was established for the rudder and elevator surfaces up to the rear pulley sector in the empennage. Cockpit, aileron, and flap continuity was unable to be established due to the disturbance to the area during aircraft salvage efforts. The right front seat separated from the seat rails. The seat rail tracks exhibited damage and the seat feet attach points exhibited spreading. No further discrepancies were noted with the airframe. An engine external examination was conducted with no anomalies noted. The engine was operated on the airframe at 2,400 rpm with all engine instruments in the green. A review of the airframe logbooks by the FAA revealed that the Airworthiness Directive for the seat track, AD 87-20-03 R2 had been complied with.
The pilot's failure to maintain an adequate reference approach airspeed for the existing gusty wind conditions, and, his improper (uncoordinated) use of the pitch and power controls to arrest the resulting high sink rate.
Source: NTSB Aviation Accident Database
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