# Incident 20180207000279I: Piper PA-30, Fort Worth, TX, February 7, 2018

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: February 7, 2018, 18:45 local time
- Place: Fort Worth, TX
- Airport: Alliance
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 32.7254° N, 97.3208° W: Placed by OpenAirDocs: center of Fort Worth, TX, within about 11 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=32.7254&lon=-97.3208&mi=10
- Aircraft: N7192Y, a cancelled registration (https://openairdocs.org/deregistered/N7192Y-2019-04-25) (OpenAirDocs)
- Registry model: Piper PA-30 (registry code 7103002, https://openairdocs.org/model/piper-pa-30) (OpenAirDocs)
- Registry engine: Lycoming IO-320 series (registry code 41509, https://openairdocs.org/engine/lycoming-io-320-series) (OpenAirDocs)
- Reported make and model: PIPER PA-30
- Reported engine: LYCOMING IO-320 SERIES
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 1,150 total, 52 in this make and model, 50 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20180207000279I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

THE PILOT FLYING (PIC), ^PRIVACY DATA OMITTED^ WAS AN APPLICANT FOR A MULTIENGINE RATING IN THE PROCESS OF COMPLETING A PRIVATE MULTIENGINE LAND (AMEL)PRACTICAL TEST WITH DESIGNATED PILOT EXAMINER (DPE) ^PRIVACY DATA OMITTED^ IN THE RIGHT SEAT. THE PRACTICAL TEST WAS BEING CONDUCTED DURING THE EARLY EVENING HOURS IN LIMITED LIGHTING CONDITIONS. THE APPLICANT REMAINED AT THE SCENE HOWEVER THE DPE HAD ELECTED TO DEPART PRIOR TO THE ARRIVAL OF THE FAA IIC.

DURING AN INTERVIEW CONDUCTED BY THE FAA IIC WITH THE APPLICANT, AT THE SCENE, THE APPLICANT MADE THE FOLLOWING DESCRIPTION OF THE ACTIONS LEADING TO THE INCIDENT. DURING THE FLIGHT PORTION OF THE PRACTICAL TEST, ACCORDING TO THE APPLICANT, THE DPE FOUND HIM UNSATISFACTORY ON A REQUIRED TASK AND INSTRUCTED HIM TO RETURN TO THE ALLIANCE AIRPORT. ON APPROACH TO THE AIRPORT, THE APPLICANT WAS ASKED, BY THE DPE, TO PERFORM A SHORT FIELD LANDING. ACCORDING TO THE APPLICANT, A GO-AROUND MANUEVER WAS PERFORMED ON HIS FIRST ATTEMPT TO LAND. HE STATED THAT HE RETURNED AND ATTEMPTED THE LANDING AGAIN. ON THE SECOND ATTEMPT THE AIRCRAFT WAS LANDED RESULTING IN A GEAR-UP LANDING. THE APPLICANT BELIEVED THAT HE HAD PLACED THE LANDING GEAR IN THE DOWN POSITION PRIOR TO LANDING. ACCORDING TO THE APPLICANT, THE DPE MADE NO INDICATION OF AN ISSUE WITH THE LANDING GEAR PRIOR TO LANDING. THE DPE LEFT THE SCENE AND WAS THEREFORE NOT AVAILABLE AT THE SCENE FOR A STATEMENT OR COMMENTS.

DURING THE INITIAL POST INCIDENT INSPECTION, THE LANDING GEAR HANDLE WAS FOUND IN THE DOWN POSITION AND THE LANDING GEAR CIRCUIT BREAKER WAS FOUND OPEN OR OUT INDICATING A POSSIBLE OVERLOAD CONDITION WHICH MAY HAVE CAUSED THE CIRCUIT BREAKER TO OPEN. DAMAGE TO THE EXTERIOR OF THE AIRCRAFT SUPPORTED BY PHOTOGRAPHIC EVIDENCE INDICATES THE LANDING GEAR, BOTH MAIN GEAR AND NOSE GEAR, WERE UP AND THE NOSE LANDING GEAR DOORS CLOSED UPON IMPACT WITH THE RUNWAY. THERE WERE AN ABSENCE OF SKID MARKS ON THE MAIN LANDING GEAR DOORS AND TIRES ALONG WITH SKID MARKS ON THE AFT PORTION OF THE NOSE GEAR DOORS. THE FINDINGS ARE CONSISTENT WITH THE LANDING GEAR IN THE UP POSITION DURING THE LANDING. THE MARKS ON THE RUNWAY PAVEMENT INDICATE THAT BOTH LEFT AND RIGHT AIRCRAFT PROPELLERS IMPACTED THE GROUND APPROXIMATELY 100 FEET PRIOR TO THE AIRCRAFT FUSELAGE. AFTER THE FUSELAGE IMPACTED THE RUNWAY THE AIRCRAFT SKIDDED APPROXIMATELY 150 FEET ALONG THE RUNWAY CENTERLINE. ACCORDING TO THE APPLICANT, NO INJURIES WERE SUSTAINED BY EITHER OCCUPANT.

DURING RECOVERY, AS OBSERVED BY OPERATIONS AND AIRWORTHINESS SAFETY INSPECTORS FROM THE NTX FSDO, THE AIRCRAFT WAS LIFTED AND THE LANDING GEAR CIRCUIT BREAKER RESET AND THE LANDING GEAR OPERATED. THE LANDING GEAR WAS OPERATED TWICE AND PERFORMED NORMALLY WITH NO INDICATION OF A FAULT. THE CIRCUIT BREAKER REMAINED CLOSED THROUGHOUT THIS TEST.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft 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. For accidents, the NTSB's own investigation is the fuller record.

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