What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) On April 24, 2004, at 13:00 local time, an instructional flight departed Hanover County Municipal Airport, Virginia (ofp). The certificated flight instructor was providing instruction to a private pilot in preparation for a commercial pilot certificate. Both pilots reported that the student was performing short field landings at ofp. The pilots reported approaching for the 2nd or 3rd short field landing when the incident occurred at 13:30 local time. They stated that the aircraft touched down, bounced up and that the landing gear handle flipped up and the gear collapsed on the secondary contact with runway 34. The CFI reported smoke coming from the dash on impact, and the student reported that there was no landing gear aural warning heard and his focus was out the windscreen. The initial point of impact scars were found on runway 34 at approximately 680' and were made by the tail tie down ring, which was found in the asphalt. The aircraft belly made contact with the runway at 704' and propeller at 720'. The aircraft slid forward and to the right of the centerline before stopping at approximately 1090' down runway 34. The landing gear was fully retracted. The landing gear handle was found in the up position. The aircraft was lifted up, the landing gear was extended and it remained in the down and locked position. Photographs taken at the incident documented damage to the fuselage belly under the cabin and at the tail tie down point. On April 26, 2004, the landing gear was successfully retracted and extended several times. The average retraction time was 8 seconds. The landing gear, stall warning and flap aural warning was found inoperative. The aircraft records show that an annual inspection took place on or about March 2004, and the aircraft was approved for return to service on March 9, 2004. During the annual inspection, the aircraft interior was replaced. The aural warning speaker is located in the cabin headliner. Further investigation revealed that the power wire G-C7 to the aural warning speaker was not connected. There is no damage to the main landing gear struts or to the edges of the nose landing gear doors indicating the gear collapsed upon the second touch down as reported by the pilots. privacy data omitted
As the FAA filed it
(-23) ON APRIL 24, 2004, AT 13:00 LOCAL TIME, AN INSTRUCTIONAL FLIGHT DEPARTED HANOVER COUNTY MUNICIPAL AIRPORT, VIRGINIA (OFP). THE CERTIFICATED FLIGHT INSTRUCTOR WAS PROVIDING INSTRUCTION TO A PRIVATE PILOT IN PREPARATION FOR A COMMERCIAL PILOT CERTIFICATE. BOTH PILOTS REPORTED THAT THE STUDENT WAS PERFORMING SHORT FIELD LANDINGS AT OFP. THE PILOTS REPORTED APPROACHING FOR THE 2ND OR 3RD SHORT FIELD LANDING WHEN THE INCIDENT OCCURRED AT 13:30 LOCAL TIME. THEY STATED THAT THE AIRCRAFT TOUCHED DOWN, BOUNCED UP AND THAT THE LANDING GEAR HANDLE FLIPPED UP AND THE GEAR COLLAPSED ON THE SECONDARY CONTACT WITH RUNWAY 34. THE CFI REPORTED SMOKE COMING FROM THE DASH ON IMPACT, AND THE STUDENT REPORTED THAT THERE WAS NO LANDING GEAR AURAL WARNING HEARD AND HIS FOCUS WAS OUT THE WINDSCREEN. THE INITIAL POINT OF IMPACT SCARS WERE FOUND ON RUNWAY 34 AT APPROXIMATELY 680' AND WERE MADE BY THE TAIL TIE DOWN RING, WHICH WAS FOUND IN THE ASPHALT. THE AIRCRAFT BELLY MADE CONTACT WITH THE RUNWAY AT 704' AND PROPELLER AT 720'. THE AIRCRAFT SLID FORWARD AND TO THE RIGHT OF THE CENTERLINE BEFORE STOPPING AT APPROXIMATELY 1090' DOWN RUNWAY 34. THE LANDING GEAR WAS FULLY RETRACTED. THE LANDING GEAR HANDLE WAS FOUND IN THE UP POSITION. THE AIRCRAFT WAS LIFTED UP, THE LANDING GEAR WAS EXTENDED AND IT REMAINED IN THE DOWN AND LOCKED POSITION. PHOTOGRAPHS TAKEN AT THE INCIDENT DOCUMENTED DAMAGE TO THE FUSELAGE BELLY UNDER THE CABIN AND AT THE TAIL TIE DOWN POINT. ON APRIL 26, 2004, THE LANDING GEAR WAS SUCCESSFULLY RETRACTED AND EXTENDED SEVERAL TIMES. THE AVERAGE RETRACTION TIME WAS 8 SECONDS. THE LANDING GEAR, STALL WARNING AND FLAP AURAL WARNING WAS FOUND INOPERATIVE. THE AIRCRAFT RECORDS SHOW THAT AN ANNUAL INSPECTION TOOK PLACE ON OR ABOUT MARCH 2004, AND THE AIRCRAFT WAS APPROVED FOR RETURN TO SERVICE ON MARCH 9, 2004. DURING THE ANNUAL INSPECTION, THE AIRCRAFT INTERIOR WAS REPLACED. THE AURAL WARNING SPEAKER IS LOCATED IN THE CABIN HEADLINER. FURTHER INVESTIGATION REVEALED THAT THE POWER WIRE G-C7 TO THE AURAL WARNING SPEAKER WAS NOT CONNECTED. THERE IS NO DAMAGE TO THE MAIN LANDING GEAR STRUTS OR TO THE EDGES OF THE NOSE LANDING GEAR DOORS INDICATING THE GEAR COLLAPSED UPON THE SECOND TOUCH DOWN AS REPORTED BY THE PILOTS. ^PRIVACY DATA OMITTED^
Other reports on N7348X · 2
Matched to the same aircraft by N-number and date.