What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The aircraft registration is valid and current.
There is no record of privacy data omitted holding a pilot certificate in the safety performance analysis system (spas) multi-system access tool for air personnel (msat-a) airman’s profile.
Met with privacy data omitted. Inspector hty also attended the meeting to provide assistance with the operational aspect of the investigation. Provided the privacy data omitted/ pilot a "pilots bill of rights" which he signed. Additionally provided a "privacy act notice". The privacy data omitted stated that he was the pilot flying the aircraft. The pilot stated that he does not hold a pilot certificate or a medical certificate and he had not flown the aircraft for approximately 1 year. He has formal training with flight instructors, but no record of this. He has approximately 1100 hours of flight in the aircraft and he is certified under 14CFR part 103. The aircraft is not insured. He was a little fatigued by the time he arrived from wasilla to Bethel. The oleo-strut failure allowed the gear leg and wheel to pivot and collapse under the fuselage.
The privacy data omitted provided aircraft records which showed that the aircraft was not current with aircraft annual inspection requirements. The last airframe annual inspection was 12/22/2015.
Pilot statement:
At approximately 2210 AK time I entered Bethel airspace when I made a call announcing my intent to approach straight in for runway 19. ATIS indicated a direct crosswind from the east at 10-12 knots. At approximately 2216 AK time I initiated a wheel landing executing standard crosswind technique by touching down windward wheel first then allowing the downwind wheel settle while progressively deflecting controls. When the downwind wheel made contact it allowed the right side to drop much lower than my previous landing, consequently, the windward wing elevated up into the wind causing more windward side load at which time I realized I did not have enough counter rudder to maintain directional control. The plane began to track windward so I instinctively lowered the tail and pushed more right brake than was necessary. At this moment the right wheel broke free of the pavement executing a short hop approximately 1-2 feet downwind. When the right wheel reconnected with the pavement the gear released from the oleo-strut allowing the gear leg and wheel to pivot under the fuselage. The plane skidded to a stop while riding atop the right wheel and light contact with right wing.
As the FAA filed it
THE AIRCRAFT REGISTRATION IS VALID AND CURRENT.
THERE IS NO RECORD OF ^PRIVACY DATA OMITTED^ HOLDING A PILOT CERTIFICATE IN THE SAFETY PERFORMANCE ANALYSIS SYSTEM (SPAS) MULTI-SYSTEM ACCESS TOOL FOR AIR PERSONNEL (MSAT-A) AIRMAN’S PROFILE.
MET WITH ^PRIVACY DATA OMITTED^. INSPECTOR HTY ALSO ATTENDED THE MEETING TO PROVIDE ASSISTANCE WITH THE OPERATIONAL ASPECT OF THE INVESTIGATION. PROVIDED THE ^PRIVACY DATA OMITTED^/ PILOT A "PILOTS BILL OF RIGHTS" WHICH HE SIGNED. ADDITIONALLY PROVIDED A "PRIVACY ACT NOTICE". THE ^PRIVACY DATA OMITTED^ STATED THAT HE WAS THE PILOT FLYING THE AIRCRAFT. THE PILOT STATED THAT HE DOES NOT HOLD A PILOT CERTIFICATE OR A MEDICAL CERTIFICATE AND HE HAD NOT FLOWN THE AIRCRAFT FOR APPROXIMATELY 1 YEAR. HE HAS FORMAL TRAINING WITH FLIGHT INSTRUCTORS, BUT NO RECORD OF THIS. HE HAS APPROXIMATELY 1100 HOURS OF FLIGHT IN THE AIRCRAFT AND HE IS CERTIFIED UNDER 14CFR PART 103. THE AIRCRAFT IS NOT INSURED. HE WAS A LITTLE FATIGUED BY THE TIME HE ARRIVED FROM WASILLA TO BETHEL. THE OLEO-STRUT FAILURE ALLOWED THE GEAR LEG AND WHEEL TO PIVOT AND COLLAPSE UNDER THE FUSELAGE.
THE ^PRIVACY DATA OMITTED^ PROVIDED AIRCRAFT RECORDS WHICH SHOWED THAT THE AIRCRAFT WAS NOT CURRENT WITH AIRCRAFT ANNUAL INSPECTION REQUIREMENTS. THE LAST AIRFRAME ANNUAL INSPECTION WAS 12/22/2015.
PILOT STATEMENT:
AT APPROXIMATELY 2210 AK TIME I ENTERED BETHEL AIRSPACE WHEN I MADE A CALL ANNOUNCING MY INTENT TO APPROACH STRAIGHT IN FOR RUNWAY 19. ATIS INDICATED A DIRECT CROSSWIND FROM THE EAST AT 10-12 KNOTS. AT APPROXIMATELY 2216 AK TIME I INITIATED A WHEEL LANDING EXECUTING STANDARD CROSSWIND TECHNIQUE BY TOUCHING DOWN WINDWARD WHEEL FIRST THEN ALLOWING THE DOWNWIND WHEEL SETTLE WHILE PROGRESSIVELY DEFLECTING CONTROLS. WHEN THE DOWNWIND WHEEL MADE CONTACT IT ALLOWED THE RIGHT SIDE TO DROP MUCH LOWER THAN MY PREVIOUS LANDING, CONSEQUENTLY, THE WINDWARD WING ELEVATED UP INTO THE WIND CAUSING MORE WINDWARD SIDE LOAD AT WHICH TIME I REALIZED I DID NOT HAVE ENOUGH COUNTER RUDDER TO MAINTAIN DIRECTIONAL CONTROL. THE PLANE BEGAN TO TRACK WINDWARD SO I INSTINCTIVELY LOWERED THE TAIL AND PUSHED MORE RIGHT BRAKE THAN WAS NECESSARY. AT THIS MOMENT THE RIGHT WHEEL BROKE FREE OF THE PAVEMENT EXECUTING A SHORT HOP APPROXIMATELY 1-2 FEET DOWNWIND. WHEN THE RIGHT WHEEL RECONNECTED WITH THE PAVEMENT THE GEAR RELEASED FROM THE OLEO-STRUT ALLOWING THE GEAR LEG AND WHEEL TO PIVOT UNDER THE FUSELAGE. THE PLANE SKIDDED TO A STOP WHILE RIDING ATOP THE RIGHT WHEEL AND LIGHT CONTACT WITH RIGHT WING.
Other reports on N299C · 1
Matched to the same aircraft by N-number and date.