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19960707021169I

Incident · Minor damage
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FAA incident report · Cessna TR182 · Westerly, RI · July 7, 1996

FAA Aviation Safety Information Portal

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Date
July 7, 1996 · 12:05 local
Place
Westerly, RI
Airport
Westerly State
Phase of flight
Level Off Touchdown
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N4656S
Reported as
Cessna TR182
People aboard
1
Fatal injuries
0
Pilot’s flight hours
1,380 total485 in this make and model17 in the last 90 days
N4656SRegistered now · Cessna R182S/N R18201368Airframe modelCessna R182

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Narrative: on July 10, 1996, riac inspector al modar and this writer surveyed the location of the incident which took place on Sunday, July 7, 1996 involving N4656S, flown by a Mr. Carl l. zymet. The aircraft was landing on wst runway 14 during a day, VFR flight. Just to the south of the centerline, 20 fresh propeller strikes were observed. Each cut was approximately 30 inches apart beginning adjacent to the taxiway 1250 feet from the approach end. Afterward two one foot long cuts, probably from the tail skid aligned with and beyond the running of the prop strikes. About 50 feet further down the runway, and consistent with the other two harmful events, broad black marks were observed spaced about four feet apart, consistent with the location of the sidewalls of the partially extended main landing gear tires of the Cessna 182 rg. The marks continued, curving to the left slightly ending at the location where the aircraft came to rest on its left side, 2000 feet from the approach end of runway 14. Damage to the aircraft was principally to the scraping off of belly appendages, left wing tip broken and left horizontal stabilizer and elevator bent from overload from striking the runway with the weight of the aircraft resting on from under. The propeller tips were bent from striking the asphalt runway. The aircraft was examined at reevs air, at wst. Analyzing the runway/aircraft damage, appearances are that the landing gear was not down when the first harmful event took place, I.e. the propeller striking the runway. Had at least the nosewheel been down, the propeller would not have struck the runway 20 times. The tail skid marks were made when the pilot, realizing the gear was not selected down, heard the propeller strikes, attempted to zoom up by over rotating, selecting gear down the pilot hoping for the best. With a nose high attitude, the gear then would have begun to cycle allowing the nosewheel to extend but the main wheels would be held partially out of the wells since the method of extension would have forced the side walls of the tires to scrape on the runway until the aircraft slid to a stop. The nose wheel would have extended by then but the uneven slightly extended mains would have caused the aircraft to sit on its left side striking the ground with the left wing tip and left tail feathers. The stress imposed by the weight from above, forced the extremities on the left of crush and tail upward.

As the FAA filed it

NARRATIVE: ON JULY 10, 1996, RIAC INSPECTOR AL MODAR AND THIS WRITER SURVEYED THE LOCATION OF THE INCIDENT WHICH TOOK PLACE ON SUNDAY, JULY 7, 1996 INVOLVING N4656S, FLOWN BY A MR. CARL L. ZYMET. THE AIRCRAFT WAS LANDING ON WST RUNWAY 14 DURING A DAY, VFR FLIGHT. JUST TO THE SOUTH OF THE CENTERLINE, 20 FRESH PROPELLER STRIKES WERE OBSERVED. EACH CUT WAS APPROXIMATELY 30 INCHES APART BEGINNING ADJACENT TO THE TAXIWAY 1250 FEET FROM THE APPROACH END. AFTERWARD TWO ONE FOOT LONG CUTS, PROBABLY FROM THE TAIL SKID ALIGNED WITH AND BEYOND THE RUNNING OF THE PROP STRIKES. ABOUT 50 FEET FURTHER DOWN THE RUNWAY, AND CONSISTENT WITH THE OTHER TWO HARMFUL EVENTS, BROAD BLACK MARKS WERE OBSERVED SPACED ABOUT FOUR FEET APART, CONSISTENT WITH THE LOCATION OF THE SIDEWALLS OF THE PARTIALLY EXTENDED MAIN LANDING GEAR TIRES OF THE CESSNA 182 RG. THE MARKS CONTINUED, CURVING TO THE LEFT SLIGHTLY ENDING AT THE LOCATION WHERE THE AIRCRAFT CAME TO REST ON ITS LEFT SIDE, 2000 FEET FROM THE APPROACH END OF RUNWAY 14. DAMAGE TO THE AIRCRAFT WAS PRINCIPALLY TO THE SCRAPING OFF OF BELLY APPENDAGES, LEFT WING TIP BROKEN AND LEFT HORIZONTAL STABILIZER AND ELEVATOR BENT FROM OVERLOAD FROM STRIKING THE RUNWAY WITH THE WEIGHT OF THE AIRCRAFT RESTING ON FROM UNDER. THE PROPELLER TIPS WERE BENT FROM STRIKING THE ASPHALT RUNWAY. THE AIRCRAFT WAS EXAMINED AT REEVS AIR, AT WST. ANALYZING THE RUNWAY/AIRCRAFT DAMAGE, APPEARANCES ARE THAT THE LANDING GEAR WAS NOT DOWN WHEN THE FIRST HARMFUL EVENT TOOK PLACE, I.E. THE PROPELLER STRIKING THE RUNWAY. HAD AT LEAST THE NOSEWHEEL BEEN DOWN, THE PROPELLER WOULD NOT HAVE STRUCK THE RUNWAY 20 TIMES. THE TAIL SKID MARKS WERE MADE WHEN THE PILOT, REALIZING THE GEAR WAS NOT SELECTED DOWN, HEARD THE PROPELLER STRIKES, ATTEMPTED TO ZOOM UP BY OVER ROTATING, SELECTING GEAR DOWN THE PILOT HOPING FOR THE BEST. WITH A NOSE HIGH ATTITUDE, THE GEAR THEN WOULD HAVE BEGUN TO CYCLE ALLOWING THE NOSEWHEEL TO EXTEND BUT THE MAIN WHEELS WOULD BE HELD PARTIALLY OUT OF THE WELLS SINCE THE METHOD OF EXTENSION WOULD HAVE FORCED THE SIDE WALLS OF THE TIRES TO SCRAPE ON THE RUNWAY UNTIL THE AIRCRAFT SLID TO A STOP. THE NOSE WHEEL WOULD HAVE EXTENDED BY THEN BUT THE UNEVEN SLIGHTLY EXTENDED MAINS WOULD HAVE CAUSED THE AIRCRAFT TO SIT ON ITS LEFT SIDE STRIKING THE GROUND WITH THE LEFT WING TIP AND LEFT TAIL FEATHERS. THE STRESS IMPOSED BY THE WEIGHT FROM ABOVE, FORCED THE EXTREMITIES ON THE LEFT OF CRUSH AND TAIL UPWARD.