|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : laa|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||artcc : zdv|
tower : ilg
|Operator||general aviation : personal|
|Make Model Name||Small Transport|
|Flight Phase||descent : approach|
|Route In Use||enroute : on vectors|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : private
|Affiliation||government : faa|
|Function||controller : radar|
|Qualification||controller : radar|
|Anomaly||inflight encounter : weather|
other anomaly other
|Independent Detector||other other : unspecified cockpit|
|Resolutory Action||none taken : anomaly accepted|
none taken : unable
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Shreveport, la, to home base, denver jeffco, co. Fueled by shreveport regional FBO approximately XA00 pm and water showed. After 2 hours of upsetting discussion with FBO about where the water came from and how to get it cleared, finally cleared after repeated wing rocking and draining. Headwind 45-55 KTS made travel slow and liberal. FBO was closed changing plans of fueling and overnight plans that were convenient knowing WX in denver was marginal. Diversion to garden city with no problem fueled, checked WX and tried arrangements for overnight. Appeared it would take 2 hours to get to motel. Flight time to home base was 1 1/2 hours. After visiting briefly with an small transport pilot that had just come from denver at 11000 ft (no problem) I decided to go to denver and filed IFR 12000 ft direct and pushed myself into a decision to fly in marginal WX at night with precaution for possible ice. The incident attached was the report to the insurance company. The incident has been reviewed in detail with realization that this wasn't the first time I had pushed myself like this against WX. This was a thankful learning experience without personal injury, but resulted in a bent airplane. WX will now take place over convenience. NASA forces learning awareness and a real look at yourself. Picking up very light rime approximately 25 mi from lamar. Requested lamar conditions which were VFR 4000 overcast wind 360 degree 10 KTS 20/12 dewpoint 30.29. Requested and received diversion to lamar for landing. Also cleared for VOR runway 18. On letdown from 12000 ft, picked up heavy rime and masked direct forward visibility through wind screen. Used VOR circle to land on 36 which worked fine. On landing approach maintaining 100 KTS with 10 degree flaps, 21 inches/2550 with slight crab for visibility was stable crossing approach end of runway approximately 75-100 ft reduced power to 15 inches then added second notch of flaps. The aircraft stalled estimated 70-75 KTS. Power was added and second notch of flaps released with no help. Aircraft landed hard nose wheel ahead of mains collapsing nose gear and striking the propeller. ELT did not illuminate. The aircraft was left on runway with fuel off and beacon navigation and strobes on. Tried by radio to reach center, FSS, unicom - - no response. Walked to FBO office approximately 20 mins and called FSS to advise of problem and that aircraft had runway 36 blocked.
Original NASA ASRS Text
Title: SINGLE PLT IFR IN IMC AT NIGHT WITH ICING CONDITIONS AND LOSS OF FORWARD VISIBILITY. PLT LOSES ACFT CTL ON LNDG.
Narrative: SHREVEPORT, LA, TO HOME BASE, DENVER JEFFCO, CO. FUELED BY SHREVEPORT REGIONAL FBO APPROX XA00 PM AND WATER SHOWED. AFTER 2 HRS OF UPSETTING DISCUSSION WITH FBO ABOUT WHERE THE WATER CAME FROM AND HOW TO GET IT CLRED, FINALLY CLRED AFTER REPEATED WING ROCKING AND DRAINING. HEADWIND 45-55 KTS MADE TRAVEL SLOW AND LIBERAL. FBO WAS CLOSED CHANGING PLANS OF FUELING AND OVERNIGHT PLANS THAT WERE CONVENIENT KNOWING WX IN DENVER WAS MARGINAL. DIVERSION TO GARDEN CITY WITH NO PROBLEM FUELED, CHKED WX AND TRIED ARRANGEMENTS FOR OVERNIGHT. APPEARED IT WOULD TAKE 2 HRS TO GET TO MOTEL. FLT TIME TO HOME BASE WAS 1 1/2 HRS. AFTER VISITING BRIEFLY WITH AN SMT PLT THAT HAD JUST COME FROM DENVER AT 11000 FT (NO PROBLEM) I DECIDED TO GO TO DENVER AND FILED IFR 12000 FT DIRECT AND PUSHED MYSELF INTO A DECISION TO FLY IN MARGINAL WX AT NIGHT WITH PRECAUTION FOR POSSIBLE ICE. THE INCIDENT ATTACHED WAS THE RPT TO THE INSURANCE COMPANY. THE INCIDENT HAS BEEN REVIEWED IN DETAIL WITH REALIZATION THAT THIS WASN'T THE FIRST TIME I HAD PUSHED MYSELF LIKE THIS AGAINST WX. THIS WAS A THANKFUL LEARNING EXPERIENCE WITHOUT PERSONAL INJURY, BUT RESULTED IN A BENT AIRPLANE. WX WILL NOW TAKE PLACE OVER CONVENIENCE. NASA FORCES LEARNING AWARENESS AND A REAL LOOK AT YOURSELF. PICKING UP VERY LIGHT RIME APPROX 25 MI FROM LAMAR. REQUESTED LAMAR CONDITIONS WHICH WERE VFR 4000 OVERCAST WIND 360 DEG 10 KTS 20/12 DEWPOINT 30.29. REQUESTED AND RECEIVED DIVERSION TO LAMAR FOR LNDG. ALSO CLRED FOR VOR RWY 18. ON LETDOWN FROM 12000 FT, PICKED UP HVY RIME AND MASKED DIRECT FORWARD VISIBILITY THROUGH WIND SCREEN. USED VOR CIRCLE TO LAND ON 36 WHICH WORKED FINE. ON LNDG APCH MAINTAINING 100 KTS WITH 10 DEG FLAPS, 21 INCHES/2550 WITH SLIGHT CRAB FOR VISIBILITY WAS STABLE XING APCH END OF RWY APPROX 75-100 FT REDUCED PWR TO 15 INCHES THEN ADDED SECOND NOTCH OF FLAPS. THE ACFT STALLED ESTIMATED 70-75 KTS. PWR WAS ADDED AND SECOND NOTCH OF FLAPS RELEASED WITH NO HELP. ACFT LANDED HARD NOSE WHEEL AHEAD OF MAINS COLLAPSING NOSE GEAR AND STRIKING THE PROP. ELT DID NOT ILLUMINATE. THE ACFT WAS LEFT ON RWY WITH FUEL OFF AND BEACON NAV AND STROBES ON. TRIED BY RADIO TO REACH CENTER, FSS, UNICOM - - NO RESPONSE. WALKED TO FBO OFFICE APPROX 20 MINS AND CALLED FSS TO ADVISE OF PROBLEM AND THAT ACFT HAD RWY 36 BLOCKED.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.