|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||atc facility : 2wa1|
airport : 059
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Other|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : approach|
landing : go around
|Function||flight crew : single pilot|
|Experience||flight time last 90 days : 20|
flight time total : 134
flight time type : 20
|Function||observation : passenger|
|Qualification||pilot : instrument|
pilot : commercial
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Air Traffic Incident||Pilot Deviation|
On returning from jefferson county airport (0s9) to my airstrip, the engine began running rough. I set-up for a long straight-in final. Upon reaching short final, I was high and fast. I initiated a go around and the engine initially began running and pulling. However, it then lost power and ran rough. I verified mixture rich, magnetos on both, throttle full forward and switched tanks. I continued on a 360 degree turn and set the plane down in the middle of the airstrip at the south end headed north. The plane came down hard, the left gear failed and the plane skidded to a stop. Callback conversation with reporter revealed the following information: the reporter's aircraft was a 1947 stinson 108-1. He had bought this aircraft 1 month prior to the incident. It had just gone through an annual inspection. The strip in question was a private airport with a 1600 ft runway. The reporter stated that he was too high to slip the aircraft on the 1ST approach and then made a left turn during his go around, losing altitude as he progressed. He had gone through his emergency checklist even though he knew that he had almost full fuel tanks, having flown but 1 hour after filling up. The aircraft partially responded to his inputs of pumping the throttle. (That action was actually using the accelerator pump for putting fuel into the carburetor. Later, the reporter found out that he could have used his primer for the same purpose.) the engine was still not putting out enough power to get him around to the runway again for a 'normal' pattern so he had to cut it short. In doing so, he came in proximity of trees that are southwest of the approach end of the runway and had to 'haul' the aircraft over them. In doing so he lost speed and control, thus the hard landing. He had a higher time pilot on board with him as a passenger. The mechanic was an eyewitness on the ground. Post flight inspection revealed that a retaining nut on the fuel strainer had residue from a 'liquid gasket' that had been placed around the washer. This residue was also found within the carburetor, enough to partially plug the 1/32 inch hole in the carburetor base. Fuel flow was normal outside of this area. The insurance company 'bought' the aircraft back from the reporter and is undertaking an investigation of the matter. The reporter had not notified the FSDO or the NTSB upon advice from legal pilot group. They said that the incident did not meet the criterion for NTSB or FAA involvement.
Original NASA ASRS Text
Title: HARD LNDG ON A PVT ARPT. ACFT DAMAGED.
Narrative: ON RETURNING FROM JEFFERSON COUNTY ARPT (0S9) TO MY AIRSTRIP, THE ENG BEGAN RUNNING ROUGH. I SET-UP FOR A LONG STRAIGHT-IN FINAL. UPON REACHING SHORT FINAL, I WAS HIGH AND FAST. I INITIATED A GAR AND THE ENG INITIALLY BEGAN RUNNING AND PULLING. HOWEVER, IT THEN LOST PWR AND RAN ROUGH. I VERIFIED MIXTURE RICH, MAGNETOS ON BOTH, THROTTLE FULL FORWARD AND SWITCHED TANKS. I CONTINUED ON A 360 DEG TURN AND SET THE PLANE DOWN IN THE MIDDLE OF THE AIRSTRIP AT THE S END HEADED N. THE PLANE CAME DOWN HARD, THE L GEAR FAILED AND THE PLANE SKIDDED TO A STOP. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR'S ACFT WAS A 1947 STINSON 108-1. HE HAD BOUGHT THIS ACFT 1 MONTH PRIOR TO THE INCIDENT. IT HAD JUST GONE THROUGH AN ANNUAL INSPECTION. THE STRIP IN QUESTION WAS A PVT ARPT WITH A 1600 FT RWY. THE RPTR STATED THAT HE WAS TOO HIGH TO SLIP THE ACFT ON THE 1ST APCH AND THEN MADE A L TURN DURING HIS GAR, LOSING ALT AS HE PROGRESSED. HE HAD GONE THROUGH HIS EMER CHKLIST EVEN THOUGH HE KNEW THAT HE HAD ALMOST FULL FUEL TANKS, HAVING FLOWN BUT 1 HR AFTER FILLING UP. THE ACFT PARTIALLY RESPONDED TO HIS INPUTS OF PUMPING THE THROTTLE. (THAT ACTION WAS ACTUALLY USING THE ACCELERATOR PUMP FOR PUTTING FUEL INTO THE CARB. LATER, THE RPTR FOUND OUT THAT HE COULD HAVE USED HIS PRIMER FOR THE SAME PURPOSE.) THE ENG WAS STILL NOT PUTTING OUT ENOUGH PWR TO GET HIM AROUND TO THE RWY AGAIN FOR A 'NORMAL' PATTERN SO HE HAD TO CUT IT SHORT. IN DOING SO, HE CAME IN PROX OF TREES THAT ARE SW OF THE APCH END OF THE RWY AND HAD TO 'HAUL' THE ACFT OVER THEM. IN DOING SO HE LOST SPD AND CTL, THUS THE HARD LNDG. HE HAD A HIGHER TIME PLT ON BOARD WITH HIM AS A PAX. THE MECH WAS AN EYEWITNESS ON THE GND. POST FLT INSPECTION REVEALED THAT A RETAINING NUT ON THE FUEL STRAINER HAD RESIDUE FROM A 'LIQUID GASKET' THAT HAD BEEN PLACED AROUND THE WASHER. THIS RESIDUE WAS ALSO FOUND WITHIN THE CARB, ENOUGH TO PARTIALLY PLUG THE 1/32 INCH HOLE IN THE CARB BASE. FUEL FLOW WAS NORMAL OUTSIDE OF THIS AREA. THE INSURANCE COMPANY 'BOUGHT' THE ACFT BACK FROM THE RPTR AND IS UNDERTAKING AN INVESTIGATION OF THE MATTER. THE RPTR HAD NOT NOTIFIED THE FSDO OR THE NTSB UPON ADVICE FROM LEGAL PLT GROUP. THEY SAID THAT THE INCIDENT DID NOT MEET THE CRITERION FOR NTSB OR FAA INVOLVEMENT.
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.