# Incident 20221022018899I: Taylorcraft BC12-D, North Windham, CT, October 22, 2022

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: October 22, 2022, 14:52 local time
- Place: North Windham, CT
- Airport: Windham Airport
- Damage: Minor damage
- Phase of flight: Landing: Rollout
- Operating rules: General operating rules (Part 91)
- Location: 41.7440° N, 72.1802° W: Placed by OpenAirDocs at WINDHAM (IJD), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=41.7440&lon=-72.1802&mi=10
- Aircraft: N33989, registered now (https://openairdocs.org/aircraft/N33989) (OpenAirDocs)
- Registry model: Taylorcraft BC12-D (registry code 8850316, https://openairdocs.org/model/taylorcraft-bc12-d) (OpenAirDocs)
- Registry engine: Continental A&C65 series (registry code 17003, https://openairdocs.org/engine/continental-a-c65-series) (OpenAirDocs)
- Reported make and model: TAYLORCRAFT BC12-D
- Reported engine: CONTINENTAL A&C 65
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Commercial pilot, flight instructor
- Pilot flight hours: 4,198 total, 182 in this make and model, 2 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20221022018899I

## Narrative

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

ON 22 OCTOBER 2022 AT APPROXIMATELY 1520 EST, TAYLORCRAFT N33989, SUFFERED A LEFT MAIN LANDING GEAR COLLAPSE, AND GROUND LOOP, WHEN THE PILOT LOST CONTROL OF THE AIRCRAFT DURING THE LANDING ROLL OUT. THE MISHAP PILOT REPORTED A STABILIZED APPROACH AND LANDING. THE MISHAP PILOT STATED THAT THE AIRCRAFT VEERED TO THE RIGHT AFTER LANDING AND DID NOT RESPOND TO RUDDER INPUT. THE MISHAP AIRCRAFT CONTINUED TO VEER OFF OF THE RUNWAY INTO THE GRASS WHERE THE LEFT MAIN LANDING GEAR STRUT COLLAPSED UNDER THE FUESELAGE. THE AIRCRAFT GROUND LOOPED / SPUN IN A CLOCKWISE DIRECTION COMING TO REST IN THE GRASS WITH THE LEFT MAIN LANDING GEAR FOLDED BENEATH THE AIRCRAFT FUESELAGE. BOTH THE MISHAP PILOT AND HIS PASSENGER REPORTED THEY EGRESSED THE AIRCRAFT UNEVENTFULLY AND REPORTED NO INJURIES.

PRIOR TO THE FAA ARRIVAL AT THE ARPORT, THE MISHAP AIRCRAFT HAD BEEN MOVED OFF OF THE INCIDENT SITE TO A SAFE AREA OF THE AIRPORT. WHEN THE AIRCRAFT WAS EXAMINED, THE FUESELAGE WAS RESTING ON A WOODEN STAND, WITH THE LEFT MAIN LANDING GEAR STRUT FOLDED UNDER THE FUESELAGE PERPENDICULAR TO THE CENTERLINE OF THE ARCRAFT. BOTH WINGS WERE SLIGHTLY OFF OF "LEVEL" WITH THE LEFT WING LOW. THE AIRCRAFT TAIL WAS RAISED SLIGHTLY ALLOWING FOR INSPECTION OF THE TAILWHEEL ASSEMBLY AND MOVEMENT. THIS FUESELAGE ATTITUDE ALLOWED THIS INSPECTOR TO ACCESS THE COCKPIT EASILY AND MANIPULATE ALL FLIGHT CONTROLS. ALL FLIGHT CONTROLS OPERATED FREELY AND PROPERLY WITHOUT ANY NOTICEABLE BINDING. AN EXAMINATION OF EACH MAIN LANDING GEAR TIRE AND WHEEL ASSEMBLY INDICATED TWO NEWER TIRES WITH MINIMUM TO NO TREADWEAR OR FLAT SPOTS. THERE WAS ALSO NO SIGN OF SIDELOAD WEAR ON EITHER TIRE. ONLY A CURSORY EXAMINATION OF THE LEFT MAIN LANDING GEAR STRUT COULD BE MADE. THERE WAS NO OBVIOUS EVIDENCE OF PRIOR DAMAGE TO THE LANDING GEAR STRUT OR EXCESSIVE CORROSION THAT WOULD SUPPORT THE BELIEF THAT THE STRUT WAS WEAKENED PRIOR TO THE INCIDENT.  EXAMINATION OF THE RUNWAY INDICATED NO SKID MARKS OR SCRAPING AS WOULD HAVE BEEN EVIDENT IF THE AIRCRAFT HAD MADE A NON-STABLE LANDING AND/OR VIOLENT RUNWAY DEPARTURE. THERE WAS NO EVIDENCE TO SUPPORT A BELIEF THAT THE LEFT MAIN LANDING GEAR FAILED UPON INTIAL CONTACT WITH THE RUNWAY, OR THAT THE AIRCRAFT DEPARTED FROM THE RUNWAY BECAUSE OF IT. THE STATEMENT OF BOTH THE PILOT AND THE PASSENGER ALSO SUPPORTS THE EVIDENCE THAT THE LANDING GEAR FAILED UPON ENTRY INTO THE GRASSY AREA OFF OF THE RUNWAY, DURING THE GROUNDLOOP.

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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