# Incident 20230205000999I: Piper PA-28R-200, Manassas, VA, February 5, 2023 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: February 5, 2023, 17:08 local time - Place: Manassas, VA - Airport: Manassas Regional/Harry P. Davis F - Damage: No damage - Phase of flight: Landing: Rollout - Operating rules: General operating rules (Part 91) - Location: 38.7468° N, 77.4826° W: Placed by OpenAirDocs: center of Manassas, VA, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=38.7468&lon=-77.4826&mi=10 - Aircraft: N430AV, registered now (https://openairdocs.org/aircraft/N430AV) (OpenAirDocs) - Registry model: Piper PA-28R-200 (registry code 7102811, https://openairdocs.org/model/piper-pa-28r-200) (OpenAirDocs) - Registry engine: Lycoming I0360 series (registry code 41515, https://openairdocs.org/engine/lycoming-i0360-series) (OpenAirDocs) - Reported make and model: PIPER PA-28R-200 - Reported engine: LYCOMING I0360 SER - People aboard: 2 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Private pilot - Pilot flight hours: 203 total, 12 in this make and model, 12 in the last 90 days - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20230205000999I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. INVESTIGATION. I WAS NOTIFIED BY THE FAA ROC THAT ON FEBRUARY 5, 2023, AT 17:08L EST (22:08Z), ON A LANDING ON RWY 16R AT MANASSAS REGIONAL/HARRY P DAVIS FIELD (KHEF), A PRIVATE PILOT WAS OPERATING ^PRIVACY DATA OMITTED^ (AVL 150), PA-28R, WHEN HE WAS UNABLE TO MAINTAIN DIRECTIONAL CONTOL OF THE AIRPLANE ON THE LANDING ROLLOUT. THIS RESULTED IN A LOW SPEED RUNWAY EXCURSION DURING WHICH HE REGAINED CONTROL AND RE-ENTERED THE RUNWAY SURFACE. THERE IS NO EVIDENCE THAT THE PILOT FAILED TO COMPLY WITH 14 CFR OR ANY RENTAL POLICIES IMPOSED BY THE PILOT SCHOOL TO WHICH THE AIRPLANE BELONGED. ROOT CAUSE ANALYSIS (RCA). WEATHER WAS VMC DURING THE PILOT’S FLIGHT FROM HEF TO FRONT ROYAL-WARREN COUNTY AIRPORT (KFRR) AND FOR THE RETURN. THIS WAS THE PILOT’S FIRST SOLO FLIGHT IN THE PA-28R IN WHICH HE HAD TRAINED FOR APPROXIMATELY 12 HOURS PRIOR TO THIS INCIDENT. THE PILOT CHECKED THE WEATHER PRIOR TO THE FLIGHT AND FILED TWO SFRA FLIGHT PLANS AS REQUIRED BY 14 CFR 93.339 FOR HIS DEPARTURE FROM HEF AND HIS RETURN TO HEF WITHIN THE DC SFRA. HIS DEPARTURE FROM HEF EARLIER WAS NORMAL, AS WAS HIS LANDING ON RWY 10 AT FRR, A 75 FT WIDE BY 3007 FT LONG RUNWAY. HE NOTED THAT THERE WAS OCCASIONAL LIGHT TURBULENCE EN ROUTE THAT WAS “A LITTLE BUMPY BUT NOT TOO BAD”. UPON ARRIVAL AT HEF ON HIS RETURN LEG, THE TOWER ISSUED HIM CLEARANCE TO LAND ON RWY 16R, THE SHORTER OF THE TWO RUNWAYS AT HEF AND AT 75 FT WIDE AND 3075 FT LONG, WELL WITHIN THE CAPABILITIES OF THE AIRPLANE AND HIS EXPERIENCE LEVEL. HE NOTED THAT THE WIND WAS FROM 190 DEG AT 12G15 KTS, WHICH HE JUDGED TO BE WITHIN HIS CAPABILITIES AND WITHIN THE REQUIREMENTS IMPOSED BY THE FLIGHT SCHOOL FROM WHICH HE WAS RENTING. HE ACCOMPLISHED A NORMAL LANDING BUT ON THE ROLLOUT THE PLANE BEGAN TO DRIFT TO THE RIGHT (INTO THE WIND) SO HE CORRECTED WITH LEFT RUDDER/NOSE WHEEL STEERING. AT THIS TIME, HAVING APPARENTLY OVER-CORRECTED, THE AIRPLANE BEGAN TO DRIFT TO THE LEFT, FOR WHICH HE ALSO CORRECTED WITH APPROPRIATE RUDDER/NOSE WHEEL STEERING AND FLIGHT CONTROL DISPLACEMENT, HOWEVER, NOT SUFFICIENTLY TO PREVENT A MINOR RUNWAY EXCURSION FROM THE LEFT SIDE OF THE RUNWAY BY A FEW FEET. AFTER AGAIN CORRECTING, HE REGAINED FULL CONTROL. BELIEVING HE HAD POSSIBLY MADE CONTACT WITH A LANDING LIGHT, HE SO INFORMED THE TOWER. UPON ASSESSING THAT HE DID NOT SEE OR FEEL DAMAGE TO THE AIRPLANE HE TAXIED IT TO PARKING AND SHUT DOWN. POST-FLIGHT EVALUATION DID NOT REVEAL ANY DAMAGE. I BELIEVE THAT THE RELATIVELY INEXPERIENCED PRIVATE PILOT OVER-REACTED TO THE CROSSWIND, POSSIBLY FOCUSED ON THE MAGNITUDE, (12G15), TO THE EXCLUSION OF THE DIRECTION WHICH WAS ONLY APPROXIMATELY 30 DEG TO THE RIGHT OF CENTER, RESULTING IN HIS OVER-CONTROL DURING BOTH CORRECTIONS. CORRECTIVE ACTION. THE PILOT UNDERSTANDS THAT HE REQUIRES ADDITIONAL INSTRUCTION AND PRACTICE WITH CROSSWIND LANDINGS AND ASSESSING HIS LIMITATIONS WITH CROSSWIND LANDINGS DEMONSTRATED BY THIS OVER-CONTROL CAUSED INCIDENT. HE HAS ELECTED TO DEVOTE EXTRA TIME WITH HIS INSTRUCTOR RECEIVING ADDITIONAL CROSSWIND AND NORMAL LANDING INSTRUCTION AND PRACTICE. HE HAS ALREADY ACCOMPLISHED THIS AND HE AND HIS INSTRUCTOR BELIEVE HE IS MAKING PROGRESS. DURING FUTURE OPERATIONS HE INTENDS TO BE EXTRA VIGILANT IN CONTROL APPLICATION TO ENSURE HE AVOIDS OVER-CONTROLLING THE AIRPLANE DURING CORRECTIVE ACTIONS. RECOMMENDATION. I DISCUSSED THE INCIDENT WITH THE PILOT AND COUNSELED HIM TO CONTINUE TO WORK WITH HIS INSTRUCTOR TO DEVELOP EXPERIENCE WITH CROSSWIND LANDINGS AND CONFIDENCE IN HIS ABILITY AND LIMITATIONS IN EVALUATING AND FLYING CROSSWIND LANDINGS. I CONCUR WITH PILOT’S INTENT TO CONTINUE ADDITIONAL TRAINING TO IMPROVE HIS LANDING PROFICIENCY. PILOT DISPLAYS A CONSCIENTIOUS AND COMPLIANT ATTITUDE, AND A WILLINGNESS TO CONTINUE TO LEARN AND RECEIVE INSTRUCTION. I AM CONFIDENT THAT THE PILOT WILL CONTINUE TO IMPROVE HIS SKILLS AND RECOMMEND NO FURTHER ACTION AT THIS TIME. 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.