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.
(-23) Flight instructor david peruch was being standardized in a BE-76 by flight instructor samuel mezzell. Mr. Peruch was at the right seat controls, performing a touch and go. During the landing roll out, Mr. Mezzell, without coordinating with Mr. Peruch, attempted to raise the flaps. However, Mr. Mezzell moved the gear control to the up position instead of the flap control, causing the nose gear to collapse once the aircraft accelerated beyond the gear safety switch speed of 61 knots.
As the FAA filed it
(-23) FLIGHT INSTRUCTOR DAVID PERUCH WAS BEING STANDARDIZED IN A BE-76 BY FLIGHT INSTRUCTOR SAMUEL MEZZELL. MR. PERUCH WAS AT THE RIGHT SEAT CONTROLS, PERFORMING A TOUCH AND GO. DURING THE LANDING ROLL OUT, MR. MEZZELL, WITHOUT COORDINATING WITH MR. PERUCH, ATTEMPTED TO RAISE THE FLAPS. HOWEVER, MR. MEZZELL MOVED THE GEAR CONTROL TO THE UP POSITION INSTEAD OF THE FLAP CONTROL, CAUSING THE NOSE GEAR TO COLLAPSE ONCE THE AIRCRAFT ACCELERATED BEYOND THE GEAR SAFETY SWITCH SPEED OF 61 KNOTS.
Other reports on N110SU · 6
Matched to the same aircraft by N-number and date.