# NTSB ATL07CA126: Rans RV-9A, N269RV, Harvest, AL, September 12, 2007 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: September 12, 2007, 17:00 local (22:00 UTC) - Place: Harvest, AL - Coordinates: 34.857223, -86.769721 - Nearby events: https://openairdocs.org/map.md?lat=34.8572&lon=-86.7697&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 31, 2008 - Report: Approved by Office Director - Parties: Birmingham FSDO-09 - NTSB case key (mKey): 66660 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL07CA126 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/66660/pdf - Page: https://openairdocs.org/ntsb/ATL07CA126 ## Probable cause The pilot's improper landing flare and touchdown. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Nose gear collapsed, landing - flare/touchdown - touchdown - improper, pilot in command (cause) - Nose over, landing - roll ## Analysis The pilot stated, "A normal left hand traffic pattern was used with full flaps for landing approach. The airspeed was a little higher than normal at around 70 mph instead of 65 mph for flare entry. The touch down point was earlier than planned. I misjudged the rising airfield terrain for my flare and touched down as a firm three point rather than on the mains first. I immediately took the weight off the nose wheel. From the nose gear fairing fiberglass pieces and the short groove in the turf, it appeared that when I first touched down I damaged the fairing and perhaps locked the wheel. The nose gear touched back down to leave another groove indicative of the nose fork twisting into the ground. The slope flattened out and the plane ballooned. I tried to add power but was too late. When the airplane settled down the damaged nose gear dug in, the [prop] struck and the airplane overturned. The flight was for experience with no intended destination." He also stated, " I should have been more aware of the rising terrain at this end of the airfield and better managed my airspeed. In addition I should have been more aware of the problem with this aircrafts nose gear and used a higher nose wheel tire pressure and replaced it with the manufacture's improved assembly with additional fork clearance. I should have read the recent NTSB June 21, 2007 report on 18 recent RV A model accidents with the nose wheel." ## Factual narrative The pilot stated, "A normal left hand traffic pattern was used with full flaps for landing approach. The airspeed was a little higher than normal at around 70 mph instead of 65 mph for flare entry. The touch down point was earlier than planned. I misjudged the rising airfield terrain for my flare and touched down as a firm three point rather than on the mains first. I immediately took the weight off the nose wheel. From the nose gear fairing fiberglass pieces and the short groove in the turf, it appeared that when I first touched down I damaged the fairing and perhaps locked the wheel. The nose gear touched back down to leave another groove indicative of the nose fork twisting into the ground. The slope flattened out and the plane ballooned. I tried to add power but was too late. When the airplane settled down the damaged nose gear dug in, the [prop] struck and the airplane overturned. The flight was for experience with no intended destination." He also stated, " I should have been more aware of the rising terrain at this end of the airfield and better managed my airspeed. In addition I should have been more aware of the problem with this aircrafts nose gear and used a higher nose wheel tire pressure and replaced it with the manufacture's improved assembly with additional fork clearance. I should have read the recent NTSB June 21, 2007 report on 18 recent RV A model accidents with the nose wheel." ## Aircraft - Registration: [N269RV](https://openairdocs.org/aircraft/N269RV), registered now, S/N 90246, built 2007 (OpenAirDocs) - Reported make and model: Rans, Inc. RV-9A - Registry model: [Millhouse D Scott VANS RV-9A](https://openairdocs.org/model/millhouse-d-scott-vans-rv-9a) (registry code 05621RW) (OpenAirDocs) - Registry engine: [Lycoming O-320-B2C](https://openairdocs.org/engine/lycoming-o-320-b2c) (registry code 42139, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 90246 - Airframe hours: 68 - Engines: Lycoming O-320-B2C 160 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Scott D. Millhouse - Airworthiness certificate: Special, Experimental (Special) - Last inspection: 100 hour, January 1, 2007, 8 hours before - Departed: DCU, DECATUR, AL - Destination: 00AL, Harvest, AL - Airport: 00AL, Private Strip, runway 35, 2,600 × 150 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 53; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review September 1, 2006; seat: left; flight hours: 365 total, 80 in this make and model, 264 as pilot in command, 42 in the last 90 days, 23 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 48 °F - Altimeter: 30.20 inHg - Observed at: KDCU, 20 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20070912022379A](https://openairdocs.org/incident/20070912022379A), Sep 12, 2007: Amtr RV9A, Harvest, AL, Substantial damage. (-23) On September 13, 2007 the pilot made a firm three point landing damaging the nose gear then sensed a problem and pulled up and tried to land again when… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- 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.