What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Received call for accident at pdk on 11/01/2016. FAA roc 8020-9 states: ?N525 BE58 ays-pdk was cleared for a visual approach to rwy 3L. On initial contact, the pilot accepted the clearance. The pilot advised he may have hit the brakes too hard upon landing and blew his left tire. The nose gear collapsed and the aircraft came to rest with its nose down. There was only one person on board which was the pilot. No injury, damage unknown.?
I contacted the PIC on 11/02/2016 and obtained his information. PIC statement reads: ?was turning final for 3R, tower changed me to 3L. Landed long (noting wind sock, believe tail wind) end of runway was coming fast. Stood on brakes blew left tire. Plane swerved left and departed rwy, nose gear struck 16-34 runway and collapsed.?
I inspected the aircraft on 11/02/2016 but was unable to determine the extent of damage because the aircraft?s nose section was still on a dolly and not opened up. I did receive a damage report from epps on 11/16/2016 that states: ?at this point it does not look like major structural damage in the nose wheel well area. However, it does appear that both wings and a portion of the fuselage have structural damage. For the wings, there is some skin waviness on the underside just outboard of the gear. The left side is worse and it appears that the left gear leg may have been sprung back enough to tweak the rear spar. The fuselage appears to have been tweaked at the wing root. At this point we haven?t dug any further into it because the insurance company is wanting an evaluation from biggs aircraft in wellston Oklahoma. They specialize in bonanza and baron repairs like this.?
Due to this statement and the fact that the aircraft door would not close I believe that there is substantial damage. I also spoke with the PIC and he stated that the left main gear did hit very hard, the nose gear impact was also hard enough to shear off the axle casting from the oleo strut. I upgraded it to an accident on 11/17/2016.
The PIC stated that ATC was a factor because it was ?chaotic?. He described 15 planes in line to depart and that a Learjet was cleared for takeoff as he was turning final. He said the Learjet PIC said something about the baron on approach and that is when ATC changed his clearance at the last minute.
I could not substantiate the claim that ATC was a factor due to lack of information. The pdk tower was temporarily operating out of the old tower and nothing was recorded. I did receive the ATC mor report but it only confirms that the PIC did accept the clearance.
Due to the fact that the PIC accepted a clearance that resulted in the accident, I am marking airman competence as a factor. Operation inspectors have concurred that a 44709 re-examination is recommended.
As the FAA filed it
RECEIVED CALL FOR ACCIDENT AT PDK ON 11/01/2016. FAA ROC 8020-9 STATES: ?N525 BE58 AYS-PDK WAS CLEARED FOR A VISUAL APPROACH TO RWY 3L. ON INITIAL CONTACT, THE PILOT ACCEPTED THE CLEARANCE. THE PILOT ADVISED HE MAY HAVE HIT THE BRAKES TOO HARD UPON LANDING AND BLEW HIS LEFT TIRE. THE NOSE GEAR COLLAPSED AND THE AIRCRAFT CAME TO REST WITH ITS NOSE DOWN. THERE WAS ONLY ONE PERSON ON BOARD WHICH WAS THE PILOT. NO INJURY, DAMAGE UNKNOWN.?
I CONTACTED THE PIC ON 11/02/2016 AND OBTAINED HIS INFORMATION. PIC STATEMENT READS: ?WAS TURNING FINAL FOR 3R, TOWER CHANGED ME TO 3L. LANDED LONG (NOTING WIND SOCK, BELIEVE TAIL WIND) END OF RUNWAY WAS COMING FAST. STOOD ON BRAKES BLEW LEFT TIRE. PLANE SWERVED LEFT AND DEPARTED RWY, NOSE GEAR STRUCK 16-34 RUNWAY AND COLLAPSED.?
I INSPECTED THE AIRCRAFT ON 11/02/2016 BUT WAS UNABLE TO DETERMINE THE EXTENT OF DAMAGE BECAUSE THE AIRCRAFT?S NOSE SECTION WAS STILL ON A DOLLY AND NOT OPENED UP. I DID RECEIVE A DAMAGE REPORT FROM EPPS ON 11/16/2016 THAT STATES: ?AT THIS POINT IT DOES NOT LOOK LIKE MAJOR STRUCTURAL DAMAGE IN THE NOSE WHEEL WELL AREA. HOWEVER, IT DOES APPEAR THAT BOTH WINGS AND A PORTION OF THE FUSELAGE HAVE STRUCTURAL DAMAGE. FOR THE WINGS, THERE IS SOME SKIN WAVINESS ON THE UNDERSIDE JUST OUTBOARD OF THE GEAR. THE LEFT SIDE IS WORSE AND IT APPEARS THAT THE LEFT GEAR LEG MAY HAVE BEEN SPRUNG BACK ENOUGH TO TWEAK THE REAR SPAR. THE FUSELAGE APPEARS TO HAVE BEEN TWEAKED AT THE WING ROOT. AT THIS POINT WE HAVEN?T DUG ANY FURTHER INTO IT BECAUSE THE INSURANCE COMPANY IS WANTING AN EVALUATION FROM BIGGS AIRCRAFT IN WELLSTON OKLAHOMA. THEY SPECIALIZE IN BONANZA AND BARON REPAIRS LIKE THIS.?
DUE TO THIS STATEMENT AND THE FACT THAT THE AIRCRAFT DOOR WOULD NOT CLOSE I BELIEVE THAT THERE IS SUBSTANTIAL DAMAGE. I ALSO SPOKE WITH THE PIC AND HE STATED THAT THE LEFT MAIN GEAR DID HIT VERY HARD, THE NOSE GEAR IMPACT WAS ALSO HARD ENOUGH TO SHEAR OFF THE AXLE CASTING FROM THE OLEO STRUT. I UPGRADED IT TO AN ACCIDENT ON 11/17/2016.
THE PIC STATED THAT ATC WAS A FACTOR BECAUSE IT WAS ?CHAOTIC?. HE DESCRIBED 15 PLANES IN LINE TO DEPART AND THAT A LEARJET WAS CLEARED FOR TAKEOFF AS HE WAS TURNING FINAL. HE SAID THE LEARJET PIC SAID SOMETHING ABOUT THE BARON ON APPROACH AND THAT IS WHEN ATC CHANGED HIS CLEARANCE AT THE LAST MINUTE.
I COULD NOT SUBSTANTIATE THE CLAIM THAT ATC WAS A FACTOR DUE TO LACK OF INFORMATION. THE PDK TOWER WAS TEMPORARILY OPERATING OUT OF THE OLD TOWER AND NOTHING WAS RECORDED. I DID RECEIVE THE ATC MOR REPORT BUT IT ONLY CONFIRMS THAT THE PIC DID ACCEPT THE CLEARANCE.
DUE TO THE FACT THAT THE PIC ACCEPTED A CLEARANCE THAT RESULTED IN THE ACCIDENT, I AM MARKING AIRMAN COMPETENCE AS A FACTOR. OPERATION INSPECTORS HAVE CONCURRED THAT A 44709 RE-EXAMINATION IS RECOMMENDED.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.