Pearland, TX, USA
N124MS
PZL Warszawa-Okecie PZL-104
Airplane position data indicated that the pilot and pilot-rated passenger conducted a local flight before entering the airport traffic pattern for landing. The pilot-rated passenger stated that it was a “good landing.” The airplane touched down on the runway centerline, did not bounce, and tracked straight down the runway until it veered to the right. The pilot applied left rudder, but the airplane did not respond. The airplane departed the runway pavement and encountered a ditch located between the runway and the parallel taxiway. A witness reported that the airplane touched down briefly but that it became airborne again and, about that time, veered to the right. It remained in a level attitude as it yawed to the right and exited the runway. Airport surveillance video footage depicted the airplane in a stabilized descent during the downwind to final turn. The pilot initiated the landing flare, and the airplane appeared to settle onto the runway. Shortly afterward, it veered abruptly to the right. The runway exhibited scuffing marks that began near the 1,000-ft touchdown markers and proceeded in a righthand arc to the edge of the pavement. The tracks continued into the grass area adjacent to the runway to the edge of the drainage ditch running between the runway and taxiway. The airplane impacted the opposite (rising embankment) side of the ditch, rose out of the ditch, and came to rest adjacent to the taxiway. The forward fuselage sustained substantial damage. A postrecovery airplane examination did not reveal any anomalies that would have precluded normal operations.
HISTORY OF FLIGHTOn May 29, 2021, at 1451 central daylight time, a PZL Warszawa-Okecie PZL-104 Wilga 35 airplane, N124MS, was substantially damaged when it was involved in an accident at the Pearland Regional Airport (LVJ), Pearland, Texas. The pilot was fatally injured; the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Automatic dependent surveillance – broadcast (ADS-B) data indicated that the flight departed the Texas Gulf Coast Regional Airport (LBX) at 1406. The pilot proceeded east and overflew a portion of Galveston Island before turning north to LVJ. He entered a left downwind for runway 14 and completed a continuous left turn from downwind to final approach. The final ADS-B data point was recorded at 1451:00 as the airplane was on short final about 51 ft from the runway arrival threshold. ADS-B data was not available for the accident sequence. The pilot-rated passenger stated that it was a “good landing.” The airplane touched down on the runway centerline and did not bounce. It was initially tracking straight down the runway until it veered to the right. The pilot applied left rudder, but the airplane did not respond. The airplane subsequently departed the runway pavement and encountered a ditch located between the runway and the parallel taxiway. She reported that there were no issues with the airplane during the accident flight. A witness, located in a helicopter holding short of the runway at the time of the accident, reported that the airplane touched down near the 1,000-foot markers. He recalled that the main landing gear touched down briefly but the airplane became airborne again. About that time, the airplane veered to the right. It remained in a level attitude as it yawed to the right and exited the runway. Airport surveillance video footage depicted the airplane during the downwind to final turn. The airplane appeared to be in a stabilized decent during that time. As the airplane reached short final, the camera field of view was obstructed by a hangar on the airport. When the airplane re-entered the field of view, the pilot initiated a landing flare. Shortly after the airplane appeared to settle onto the runway, it veered abruptly to the right, and it exited the runway pavement. The airplane subsequently encountered a ditch located between the runway and the parallel taxiway. The airplane dropped into the ditch momentarily, reappeared on the opposite side, and came to rest. PERSONNEL INFORMATIONThe pilot did not hold a current FAA medical certificate, and there was no record of him completing certification under the Basic Med program. WRECKAGE AND IMPACT INFORMATIONThe runway exhibited scuffing marks consistent with being formed by the main wheels beginning near the end of the touchdown (1,000-foot) markers. They proceeded in a righthand arc to the edge of the pavement and continued into the grass area adjacent to the runway. A small scuff mark began near the edge of the pavement and appeared consistent with being formed by the tail wheel. The tracks continued through the grass to the edge of the ditch running parallel to the runway. Ground impact marks were located on the opposite (rising embankment) side of the ditch in line with the tire marks. A second ground impact mark was located on the opposite side of the ditch immediately adjacent to the parallel taxiway. The airplane came to rest upright oriented on a south heading. The engine was separated and located along the taxiway near the airframe. The two-blade, wooden propeller was fragmented. The forward fuselage was crushed aft consistent with impact to the rising embankment of the ditch. The cockpit area was compromised, and the main landing gear had collapsed. The center fuselage immediately aft of the cabin buckled. The aft fuselage appeared undamaged, and the empennage remained attached. Both wings remained attached to the fuselage and exhibited minor impact-related damage but appeared otherwise intact. The flight controls remained attached and control continuity was confirmed from each flight control surface to the cockpit area. The cockpit floor/lower fuselage was buckled, and the cockpit controls were damaged consistent with impact. Both cockpit control sticks were free to move but limited due to the surrounding fuselage damage. The rudder pedals remained attached to the floor structure. The control linkage remained attached to the pedals. The rudder control linkage was damaged aft of the pedals consistent with impact damage. Wing flap control continuity from the cockpit flap handle to the flaps was confirmed. Flap travel was restricted due to deformed fuselage structure at the cockpit flap lever. Both left and right main landing gear were deformed aft and upward consistent with damage to the forward fuselage. The upper and lower gear legs appeared intact and securely connected. The left oleo strut was attached and appeared intact. The right oleo strut was separated at the upper/forward attachment point. Specifically, the strut upper attachment lug was fractured near the safety wire through-hole. The appearance of the fracture surface was consistent with overstress failure. The aft/lower end of the strut remained attached to the lower gear leg. It was bent inboard but appeared otherwise intact. The right oleo strut assembly itself appeared intact. Both main wheels rotated freely and remained inflated. Scuff marks were apparent on left main tire; the right main tire appeared intact. Tread remained on both tires, and both landing gear assemblies exhibited impacted dirt and vegetation. The brake pads on both main wheels appeared to be serviceable and unremarkable. Brake lines were intact at the brake assemblies and along the struts. No evidence of brake fluid leaks was observed. The tail wheel assembly appeared intact and was free to rotate. The tire remained inflated and exhibited sufficient tread. A postrecovery airplane examination did not reveal any anomalies attributable to a preimpact failure or malfunction.
The pilot’s loss of directional control during landing. Contributing to the severity of the accident was the presence of a drainage ditch between the runway and taxiway.
Source: NTSB Aviation Accident Database
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