What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On July 7, 2020 the pilot, a certified flight instructor, of N6274D was providing dual flight instruction to a student pilot in preparation for the student pilot's private pilot certificate. The flight originated from kmle in Omaha, NE. The student pilot successfully entered into a power-off stall maneuver. During the recovery of the stall maneuver, the student pilot selected full power, noted an increase in airspeed to approximately 65-70 knots, then began retracting the flaps to the full up position in increments. The expected airspeed for this configuration was not reached. The student pilot noted the maximum airspeed achieved in this configuration was 85-90 knots. It was noted by the CFI that while the flaps were retracting, a thud noise was heard. An attempt to increase the airspeed was made by the CFI by descending with full power. This maneuver increased the airspeed to approximately 95 knots, but when level flight was resumed, the airspeed decreased and was unable to be maintained at the desired level. The CFI noticed the right flap had visible damage and was stopped at approximately the 20 position while the left flap was fully retracted. The CFI reduced aircraft speed and placed the flap handle to the 20 position to match the position of the jammed right flap. The aircraft was landed at kmle with a no-flap landing procedure. There were no injuries and no other damaged was noted. The event and aircraft damage were reported to the maintenance personnel on the airport.
As the FAA filed it
ON JULY 7, 2020 THE PILOT, A CERTIFIED FLIGHT INSTRUCTOR, OF N6274D WAS PROVIDING DUAL FLIGHT INSTRUCTION TO A STUDENT PILOT IN PREPARATION FOR THE STUDENT PILOT'S PRIVATE PILOT CERTIFICATE. THE FLIGHT ORIGINATED FROM KMLE IN OMAHA, NE. THE STUDENT PILOT SUCCESSFULLY ENTERED INTO A POWER-OFF STALL MANEUVER. DURING THE RECOVERY OF THE STALL MANEUVER, THE STUDENT PILOT SELECTED FULL POWER, NOTED AN INCREASE IN AIRSPEED TO APPROXIMATELY 65-70 KNOTS, THEN BEGAN RETRACTING THE FLAPS TO THE FULL UP POSITION IN INCREMENTS. THE EXPECTED AIRSPEED FOR THIS CONFIGURATION WAS NOT REACHED. THE STUDENT PILOT NOTED THE MAXIMUM AIRSPEED ACHIEVED IN THIS CONFIGURATION WAS 85-90 KNOTS. IT WAS NOTED BY THE CFI THAT WHILE THE FLAPS WERE RETRACTING, A THUD NOISE WAS HEARD. AN ATTEMPT TO INCREASE THE AIRSPEED WAS MADE BY THE CFI BY DESCENDING WITH FULL POWER. THIS MANEUVER INCREASED THE AIRSPEED TO APPROXIMATELY 95 KNOTS, BUT WHEN LEVEL FLIGHT WAS RESUMED, THE AIRSPEED DECREASED AND WAS UNABLE TO BE MAINTAINED AT THE DESIRED LEVEL. THE CFI NOTICED THE RIGHT FLAP HAD VISIBLE DAMAGE AND WAS STOPPED AT APPROXIMATELY THE 20 POSITION WHILE THE LEFT FLAP WAS FULLY RETRACTED. THE CFI REDUCED AIRCRAFT SPEED AND PLACED THE FLAP HANDLE TO THE 20 POSITION TO MATCH THE POSITION OF THE JAMMED RIGHT FLAP. THE AIRCRAFT WAS LANDED AT KMLE WITH A NO-FLAP LANDING PROCEDURE. THERE WERE NO INJURIES AND NO OTHER DAMAGED WAS NOTED. THE EVENT AND AIRCRAFT DAMAGE WERE REPORTED TO THE MAINTENANCE PERSONNEL ON THE AIRPORT.
Other reports on N6274D · 1
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