Atlanta, GA, USA
N925LA
EVEKTOR-AEROTECHNIK AS SPORTSTAR
According to the pilot, the visual approach seemed normal and the airplane crossed the runway threshold with "a good attitude and speed." After the first contact with the runway, the airplane bounced. The second contact with the runway was more pronounced and activated the emergency locator transmitter. The pilot then applied power, performed a go-around maneuver and landed on the same runway. During the second landing, the airplane pulled to the right when the nose gear touched down. Postimpact examination of the airplane revealed substantial damage to the nose gear area. The pilot reported no mechanical malfunctions with the airplane prior to the accident and further stated that "I think I forgot to flare."
HISTORY OF FLIGHT On July 26, 2008, at 0948 eastern daylight time, an Evektor-Aerotechnik AS, SportStar Plus special light sport airplane (S-LSA), N925LA, was substantially damaged during landing at Dekalb-Peachtree Airport (PDK), Atlanta, Georgia. The certificated private pilot was the sole occupant of the airplane and received no injuries. Day visual meteorological conditions prevailed, and no flight plan was filed for the flight that departed Lee Gilmer Memorial Airport (GVL), Gainesville, Georgia at 0920. The personal solo cross-country flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. In a written statement, the pilot reported that "the approach seemed normal, and the airplane crossed the end of runway 20R with a good attitude and speed." The airplane then made contact with the runway, bounced, impacted the runway a second time with a more pronounced contact, and activated the emergency locator transmitter (ELT). The pilot performed a go-around maneuver followed by a "normal landing" on the same runway. As the aircraft nose wheel made contact with the runway, the airplane pulled to the right. After exiting the runway, the pilot shutdown the engine and requested a tug to pull the airplane to the ramp. The pilot further reported that after the engine was shut down he noticed that the propeller tips were damaged. Once the pilot exited the airplane, he realized that the nose landing gear was substantially damaged also. In a statement to an inspector with the Federal Aviation Administration (FAA), the pilot reported that "I think I forgot to flare." PERSONNEL INFORMATION The pilot, age 56, held a private pilot certificate with ratings for airplane single-engine land and glider, issued March 2, 2008. His most recent third-class medical certificate was issued on August 27, 2007. The pilot reported 81 hours of total flight experience, 44 hours were in airplane make and model, and 23 hours of total flight experience as pilot in command. His most recent biennial flight review was conducted on September 7, 2007. AIRCRAFT INFORMATION Accident Airplane Information The accident airplane, an Evektor-Aerotechnik AS, SportStar Plus S-LSA (serial number 20070925), was manufactured in 2007 in the Czech Republic. It was registered with the FAA on a special airworthiness certificate for light sport operations on August 17, 2007. The airplane was powered by a 100-horsepower Rotax 912ULS engine, serial number 5648618. The engine was equipped with a three-blade fixed pitch, Woodcomp Klassic 170/3/R propeller. The two-seat, single-engine land airplane was equipped with a fixed tricycle landing gear and had accrued 253 flight hours. The maximum gross weight of the airplane was 1,267 pounds and the weight at the time of the accident was 1,118 pounds. Flight Control System Examination of the airplane was conducted by an FAA inspector and control continuity was confirmed to all control surfaces from the control column and rudder pedals. Maintenance Information The airplane’s most recent annual inspection was completed on March 12, 2008, and it had accrued 228 hours time in service at the time of that inspection. The engine had accrued 253 hours total time in service at the time of the accident, and 25 hours since the last inspection. METEOROLOGICAL INFORMATION The reported weather at PDK at 0953, included winds from 250 degrees at 5 knots, visibility 6 miles, clear skies, temperature 26 degrees Celsius (C), dew point 21 degrees C, and an altimeter setting of 30.08 inches of mercury. AIRPORT INFORMATION The runway that was utilized was 20R a 3,746-foot-long, 150-foot-wide, asphalt runway that was equipped with a precision approach path indicator (PAPI) system, located on the left side of the runway. The runway utilized a right-hand traffic pattern and the runway markings were considered basic markings in good condition. WRECKAGE AND IMPACT INFORMATION The nose gear strut was bent at the attachment point to the airframe and the wheel assembly was damaged, resulting in a flat tire. The firewall was buckled and the airplane skin under the engine was wrinkled. The propeller tips were damaged from contact with the runway while power was on the engine. Examination of the passenger compartment revealed no breech in the support structure of the frame. The seat pan and shoulder harness showed no evidence of stress or fractures. The damage to the airplane was from the firewall forward, and was consistent with a landing that allowed the nose wheel to impact the ground prior to the main landing gear. The pilot reported no mechanical malfunction prior to the accident. OTHER INFORMATION According to the mechanic who maintained the airplane, he had taken a course on how to maintain and work on LSAs. He reported having little trouble researching what maintenance is required, although he had not worked on LSAs that extensively. He was able to get the safety directives from the Internet; however, it is often difficult to differentiate what is required information and what is "good to know" information. He further stated that the manuals are "fairly easy to understand," except that they are "very sparse" with information and he receives "very little" technical support from the manufacturer.
The pilot's improper flare during landing.
Source: NTSB Aviation Accident Database
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