|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : mhk.airport|
|Altitude||agl bound lower : 0|
agl bound upper : 20
|Controlling Facilities||tower : mhk.tower|
tower : pvd.tower
|Operator||general aviation : personal|
|Make Model Name||Cessna 152|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : vacating altitude|
landing : roll
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 20.5|
flight time total : 618
flight time type : 615
|Affiliation||government : faa|
|Function||controller : local|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
Due to WX and schedule conflicts, I had not flown for about 3 weeks. I was going out to do some pattern work and then some air work to keep from getting rusty. Usually when I fly alone on an easy flight (good VFR, no complex airspace or flight plans, familiar aircraft, etc), I fly from the right seat just to get the practice as I have been planning to get my CFI rating at some point. I was flying from the right seat in this case. Prior to takeoff, the ASOS indicated the wind was 7 KTS and 10 degrees left of runway centerline. The windsock agreed with this direction but I estimated the speed more like 10-12 KTS. I did not leave the pattern and the following incident occurred on the first landing. I had planned to do a practice short field landing but on final had some difficulty stabilizing the GS, apparently due to wind gusts even though no gust factor was indicated on the ASOS. Several significant power changes were required on final. For this reason, I was attempting to maintain 60 KIAS rather than the normal short field approach speed of 55 KIAS for this aircraft. On short final at about 100 ft AGL, I evidently encountered some pretty significant windshear but perhaps didn't fully appreciate what had happened. Airspeed increased by at least 10 KTS and the descent rate went near zero. I cut power to control the descent rate and probably instinctively raised the nose a bit to control the airspeed. Just about the time I got these corrections in place, I evidently hit the opposite windshear as the airplane suddenly started descending very rapidly. I went to full power but kept the nose down a bit to avoid a stall. Unfortunately, I could not arrest the descent and either ran out of altitude or had insufficient airspeed to pull the nose up and flare. The nosewheel contacted the ground first and hard and collapsed which also resulted in the propeller striking the ground with full power. Flying from the right seat may have been a contributing factor. When the rapid descent started, I fumbled with the throttle at first and actually first pulled it out rather than pushing it in for full power. One other time when I was flying from the right seat and made a quick reflex throttle response, I got it backwards at first, too. Evidently, using the opposite hand somehow reversed the reflex response. Were it not for this fumbling, I may well have been able to salvage this landing.
Original NASA ASRS Text
Title: PLT OF C152, PRACTICING SHORT FIELD APCHS AND LNDGS SOLO FROM THE R SEAT, GETS THE THROTTLE AND PITCH CTL OUT OF PHASE AND STRIKES THE GND NOSE GEAR FIRST. NOSE GEAR COLLAPSES AND PROP STRIKES THE GND UNDER FULL THROTTLE.
Narrative: DUE TO WX AND SCHEDULE CONFLICTS, I HAD NOT FLOWN FOR ABOUT 3 WKS. I WAS GOING OUT TO DO SOME PATTERN WORK AND THEN SOME AIR WORK TO KEEP FROM GETTING RUSTY. USUALLY WHEN I FLY ALONE ON AN EASY FLT (GOOD VFR, NO COMPLEX AIRSPACE OR FLT PLANS, FAMILIAR ACFT, ETC), I FLY FROM THE R SEAT JUST TO GET THE PRACTICE AS I HAVE BEEN PLANNING TO GET MY CFI RATING AT SOME POINT. I WAS FLYING FROM THE R SEAT IN THIS CASE. PRIOR TO TKOF, THE ASOS INDICATED THE WIND WAS 7 KTS AND 10 DEGS L OF RWY CTRLINE. THE WINDSOCK AGREED WITH THIS DIRECTION BUT I ESTIMATED THE SPD MORE LIKE 10-12 KTS. I DID NOT LEAVE THE PATTERN AND THE FOLLOWING INCIDENT OCCURRED ON THE FIRST LNDG. I HAD PLANNED TO DO A PRACTICE SHORT FIELD LNDG BUT ON FINAL HAD SOME DIFFICULTY STABILIZING THE GS, APPARENTLY DUE TO WIND GUSTS EVEN THOUGH NO GUST FACTOR WAS INDICATED ON THE ASOS. SEVERAL SIGNIFICANT PWR CHANGES WERE REQUIRED ON FINAL. FOR THIS REASON, I WAS ATTEMPTING TO MAINTAIN 60 KIAS RATHER THAN THE NORMAL SHORT FIELD APCH SPD OF 55 KIAS FOR THIS ACFT. ON SHORT FINAL AT ABOUT 100 FT AGL, I EVIDENTLY ENCOUNTERED SOME PRETTY SIGNIFICANT WINDSHEAR BUT PERHAPS DIDN'T FULLY APPRECIATE WHAT HAD HAPPENED. AIRSPD INCREASED BY AT LEAST 10 KTS AND THE DSCNT RATE WENT NEAR ZERO. I CUT PWR TO CTL THE DSCNT RATE AND PROBABLY INSTINCTIVELY RAISED THE NOSE A BIT TO CTL THE AIRSPD. JUST ABOUT THE TIME I GOT THESE CORRECTIONS IN PLACE, I EVIDENTLY HIT THE OPPOSITE WINDSHEAR AS THE AIRPLANE SUDDENLY STARTED DSNDING VERY RAPIDLY. I WENT TO FULL PWR BUT KEPT THE NOSE DOWN A BIT TO AVOID A STALL. UNFORTUNATELY, I COULD NOT ARREST THE DSCNT AND EITHER RAN OUT OF ALT OR HAD INSUFFICIENT AIRSPD TO PULL THE NOSE UP AND FLARE. THE NOSEWHEEL CONTACTED THE GND FIRST AND HARD AND COLLAPSED WHICH ALSO RESULTED IN THE PROP STRIKING THE GND WITH FULL PWR. FLYING FROM THE R SEAT MAY HAVE BEEN A CONTRIBUTING FACTOR. WHEN THE RAPID DSCNT STARTED, I FUMBLED WITH THE THROTTLE AT FIRST AND ACTUALLY FIRST PULLED IT OUT RATHER THAN PUSHING IT IN FOR FULL PWR. ONE OTHER TIME WHEN I WAS FLYING FROM THE R SEAT AND MADE A QUICK REFLEX THROTTLE RESPONSE, I GOT IT BACKWARDS AT FIRST, TOO. EVIDENTLY, USING THE OPPOSITE HAND SOMEHOW REVERSED THE REFLEX RESPONSE. WERE IT NOT FOR THIS FUMBLING, I MAY WELL HAVE BEEN ABLE TO SALVAGE THIS LNDG.
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.