What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On 6/26/2022 at 1435 CDT, a Piper model PA-28-181, privacy data omitted was attempting to land on runway 17 at Easterwood Field Airport (kcll), when the aircraft experienced uncontrolled bouncing, leading to nose wheel damage from the strut and subsequently allowing the propeller to strike the ground. The aircraft sustained minor damage. The aircraft was being operated as a 14 CFR part 91 flight, with a student pilot conducting his cross country flight. The student pilot was the only occupant in the aircraft. The flight originated at houston executive airport (ktme) with a planned stop at fayette regional air center airport (3T5) with the final destination back to ktme. The aircraft received damage to the nose strut and nose wheel assemblies, and the propeller assembly.
The pilot stated that he had attempted to listen to ATIS on comm. 2 when he was approximately 20 miles from kcll, but that the radio appeared to not be working. He mentioned that the radio was working prior to his departure from ktme. Approximately 12 miles out from kcll he contacted the tower and notified them that he was inbound and did not have weather due to the radio issue. The tower gave him the current winds and plan to use runway 17. He evaluated the winds but felt that he did not have the same amount of time that he was use to for preparation for the landing. From his statement ?I reported midfield on left downwind for runway 17 at 2000? As instructed by the tower and began my descent at my discretion. The winds were extremely variable as I descended below pattern altitude and as I lined up on base and eventually final I found myself fighting against the uneasy wind and poor aircraft performance. As I touched down it felt as if I had landed normally but I began to balloon where the plane wanted to take off and the aircraft uncontrollably was bouncing. The nose wheel gave out causing me to completely lose control of the aircraft leading to the propeller strike?. The winds reported at 1953Z were 070 @ 9 knots.
The aircraft records indicate that the last airframe, engine and propeller 100 hour inspections were completed at airframe total time: 17,458.5 on June 1, 2022. All inspections were completed in accordance with 14 CFR part 43, appendix d. at the time of the accident, the aircraft had accumulated 72.3 hours since the 100 hour inspections.
If any other additional information becomes available, this report will be amended as necessary.
As the FAA filed it
ON 6/26/2022 AT 1435 CDT, A PIPER MODEL PA-28-181, ^PRIVACY DATA OMITTED^ WAS ATTEMPTING TO LAND ON RUNWAY 17 AT EASTERWOOD FIELD AIRPORT (KCLL), WHEN THE AIRCRAFT EXPERIENCED UNCONTROLLED BOUNCING, LEADING TO NOSE WHEEL DAMAGE FROM THE STRUT AND SUBSEQUENTLY ALLOWING THE PROPELLER TO STRIKE THE GROUND. THE AIRCRAFT SUSTAINED MINOR DAMAGE. THE AIRCRAFT WAS BEING OPERATED AS A 14 CFR PART 91 FLIGHT, WITH A STUDENT PILOT CONDUCTING HIS CROSS COUNTRY FLIGHT. THE STUDENT PILOT WAS THE ONLY OCCUPANT IN THE AIRCRAFT. THE FLIGHT ORIGINATED AT HOUSTON EXECUTIVE AIRPORT (KTME) WITH A PLANNED STOP AT FAYETTE REGIONAL AIR CENTER AIRPORT (3T5) WITH THE FINAL DESTINATION BACK TO KTME. THE AIRCRAFT RECEIVED DAMAGE TO THE NOSE STRUT AND NOSE WHEEL ASSEMBLIES, AND THE PROPELLER ASSEMBLY.
THE PILOT STATED THAT HE HAD ATTEMPTED TO LISTEN TO ATIS ON COMM. 2 WHEN HE WAS APPROXIMATELY 20 MILES FROM KCLL, BUT THAT THE RADIO APPEARED TO NOT BE WORKING. HE MENTIONED THAT THE RADIO WAS WORKING PRIOR TO HIS DEPARTURE FROM KTME. APPROXIMATELY 12 MILES OUT FROM KCLL HE CONTACTED THE TOWER AND NOTIFIED THEM THAT HE WAS INBOUND AND DID NOT HAVE WEATHER DUE TO THE RADIO ISSUE. THE TOWER GAVE HIM THE CURRENT WINDS AND PLAN TO USE RUNWAY 17. HE EVALUATED THE WINDS BUT FELT THAT HE DID NOT HAVE THE SAME AMOUNT OF TIME THAT HE WAS USE TO FOR PREPARATION FOR THE LANDING. FROM HIS STATEMENT ?I REPORTED MIDFIELD ON LEFT DOWNWIND FOR RUNWAY 17 AT 2000? AS INSTRUCTED BY THE TOWER AND BEGAN MY DESCENT AT MY DISCRETION. THE WINDS WERE EXTREMELY VARIABLE AS I DESCENDED BELOW PATTERN ALTITUDE AND AS I LINED UP ON BASE AND EVENTUALLY FINAL I FOUND MYSELF FIGHTING AGAINST THE UNEASY WIND AND POOR AIRCRAFT PERFORMANCE. AS I TOUCHED DOWN IT FELT AS IF I HAD LANDED NORMALLY BUT I BEGAN TO BALLOON WHERE THE PLANE WANTED TO TAKE OFF AND THE AIRCRAFT UNCONTROLLABLY WAS BOUNCING. THE NOSE WHEEL GAVE OUT CAUSING ME TO COMPLETELY LOSE CONTROL OF THE AIRCRAFT LEADING TO THE PROPELLER STRIKE?. THE WINDS REPORTED AT 1953Z WERE 070 @ 9 KNOTS.
THE AIRCRAFT RECORDS INDICATE THAT THE LAST AIRFRAME, ENGINE AND PROPELLER 100 HOUR INSPECTIONS WERE COMPLETED AT AIRFRAME TOTAL TIME: 17,458.5 ON JUNE 1, 2022. ALL INSPECTIONS WERE COMPLETED IN ACCORDANCE WITH 14 CFR PART 43, APPENDIX D. AT THE TIME OF THE ACCIDENT, THE AIRCRAFT HAD ACCUMULATED 72.3 HOURS SINCE THE 100 HOUR INSPECTIONS.
IF ANY OTHER ADDITIONAL INFORMATION BECOMES AVAILABLE, THIS REPORT WILL BE AMENDED AS NECESSARY.
Other reports on N4497X · 4
Matched to the same aircraft by N-number and date.