# NTSB CEN09LA389: Piper PA-31T1, N701PT, St. Louis, MO, June 25, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 25, 2009, 12:45 local (17:45 UTC) - Place: St. Louis, MO - Coordinates: 38.726665, -90.508331 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.7267&lon=-90.5083&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 20, 2010 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - St. Louis FSDO - NTSB case key (mKey): 74136 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN09LA389 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74136/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74136 - Page: https://openairdocs.org/ntsb/CEN09LA389 ## Probable cause The pilot’s failure to establish and maintain a stabilized final approach which resulted in a hard landing and runway overrun. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-31T1, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=7103126), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-31T1, 1 case](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=7103126), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-31T1, 3 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7103126), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Landing gear system](https://openairdocs.org/ntsb-findings/01023200): Aircraft › Aircraft systems · Capability exceeded; cases with it: [Piper PA-31T1, 1 case](https://openairdocs.org/ntsb-findings/01023200/cases.md?model=7103126), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/01023200/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Piper PA-31T1, 1 case](https://openairdocs.org/ntsb-events/092/sequence.md?model=7103126), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) - [Landing-flare/touchdown: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Piper PA-31T1, 2 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=7103126), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Piper PA-31T1, 1 case](https://openairdocs.org/ntsb-events/090/sequence.md?model=7103126), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Piper PA-31T1, 2 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=7103126), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot reported that his final approach was high and fast, and that the airplane touched down with excessive speed about halfway down the runway. Witness accounts also indicated that the airplane initially touched down about halfway down the runway at a higher than normal landing speed. One witness noted that the airplane bounced after the initial touchdown, during which the landing gear collapsed aft. The airplane then touched down a second time with about 250 feet of runway remaining. The airplane then proceeded to overrun the departure end of the runway, go down an embankment and into a cornfield. The airplane sustained substantial damage to both wings and the fuselage primary structure. A post-accident inspection of the airplane confirmed that the landing gear was fully extended, but displaced aft due to impact forces. Flight control continuity was established from the individual flight control surfaces to their respective cockpit controls. Mechanical continuity was also confirmed from the cockpit power levers and propeller controls to their respective components. No pre-impact anomalies were identified that would have precluded the normal operation of the airplane. The airplane’s pilot operating handbook indicated that the required landing distance on a level hard-surfaced runway, without a headwind and without propeller reversing capability, was about 1,400 feet. The required landing distance with propeller reversing capability was about 825 feet. ## Factual narrative On June 25, 2009, approximately 1245 central daylight time, a Piper PA-31T1 (Cheyenne I), N701PT, piloted by a private pilot, was substantially damaged when it overran runway 16 (4,500 feet by 75 feet, dry concrete) at the Creve Coeur Airport (1H0), near St. Louis, Missouri. Visual meteorological conditions prevailed at the time of the accident. The personal flight was operating under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. The pilot and his passenger were not injured. The flight departed from the Spirit of St. Louis Airport (KSUS), near St. Louis, Missouri, at approximately 1230. According to the pilot, the purpose of the flight was to reposition the airplane to 1H0 for scheduled maintenance to be performed. The local area flight, from KSUS to 1H0, reportedly took 5-10 minutes to enter the traffic pattern at the destination airport. As the pilot prepared to enter the traffic pattern for runway 34, the passenger told him that runway 16 had been the active runway earlier in the day. The pilot subsequently changed the airplane’s flight path to enter a downwind leg for runway 16. While on downwind, approximately abeam the runway 16 identifier markings, he reportedly lowered the landing gear and extended the flaps to 3/4 travel. The pilot stated that his final approach was “high and fast” and that the airplane touched down with excessive airspeed halfway down the runway. To reduce the landing roll distance, he retracted the flaps and attempted to set the propellers into reverse thrust. He noted that he was unable to lift the power levers out of the flight idle position and into reverse thrust. The airplane then overran the end of the runway, and came to rest in a cornfield approximately 434 feet from the departure threshold. The landing gear collapsed aft during the landing attempt, which resulted in substantial damage to both wings and the fuselage primary structure. The right engine was torn from its fuselage structural mounts. Witness accounts indicated that the airplane initially touched down about halfway down the runway at a higher than normal landing speed. One witness reported that the airplane bounced after touchdown, damaging the left main and nose landing gear. He noted that the left main landing gear was broken and bent aft, and the nose landing gear was dangling below the airframe. The airplane then touched down a second time, approximately where the runway 34 identifier markings were painted on the runway. A post-accident examination of the airplane was performed by Federal Aviation Administration inspectors. The main landing gear was found in a fully extended position, but was displaced aft and up. No ground damage was noted on either main landing gear doors, both of which were found in a closed position. The nose landing gear doors were open and the nose landing gear was found extended, but displaced aft. Flight control continuity was established from the individual flight control surfaces totheir respective cockpit controls. Mechanical continuity was also confirmed from the cockpit power levers and propeller controls to their respective components. No pre-impact anomalies were identified that would have precluded the normal operation of the airplane. The nearest weather reporting station was located at Lambert-St Louis International Airport (KSTL) about 7 miles east of the accident site. The airport was equipped with an Automated Surface Observing System (ASOS). At 1251, the following weather conditions were reported by the KSTL ASOS: wind 250 degrees at 7 knots; visibility 9 miles; few clouds 3,600 feet above ground level (agl), scattered clouds at 12,000 feet agl, and scattered clouds at 20,000 feet agl; temperature 34 degrees Celsius; dew point 23 degrees Celsius; altimeter setting 29.90 inches of mercury. According to the pilot, the airplane’s landing weight was about 7,000 pounds at the time of the accident. Based on the available airport and weather information, the airplane’s pilot operating handbook indicated that the required landing distance on a level hard-surfaced runway, without a headwind and without propeller reversing capability, was about 1,400 feet. The required landing distance with propeller reversing capability was about 825 feet. ## Aircraft - Registration: [N701PT](https://openairdocs.org/deregistered/N701PT-2009-10-01), registration cancelled 2009-10-01, S/N 31T-8004008, built 1979 (OpenAirDocs) - Reported make and model: PIPER PA-31T1 - Registry model: [Piper PA-31T1](https://openairdocs.org/model/piper-pa-31t1) (registry code 7103126) (OpenAirDocs) - Registry engine: [U/A Canada PT6A series](https://openairdocs.org/engine/u-a-canada-pt6a-series) (registry code 61508, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 31T-8004008 - Airframe hours: 6429 - Engines: Pratt Whitney Canada PT6A-135A 500 lbs thrust turbo prop; Pratt Whitney Canada PT6A-135A 500 lbs thrust turbo prop - Damage: Substantial damage - Fire: On-Ground - Flight: Positioning, Part 91 - Operator: Natoli Engineering Company, Inc. - Registered owner: Natoli Engineering Company, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, July 25, 2008 - Departed: KSUS, St. Loius, MO - Destination: 1H0, St. Louis, MO - Airport: 1H0, Creve Coeur Airport, runway 16, 4,500 × 75 ft, concrete ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 77; injuries: none; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review May 14, 2009; seat: left; flight hours: 4,190 total, 2,807 in this make and model, 16 in the last 90 days, 7 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 250° at 7 knots - Visibility: 9 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 73 °F - Altimeter: 29.89 inHg - Observed at: KSTL, 7 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 20090625010389A](https://openairdocs.org/incident/20090625010389A), Jun 25, 2009: Piper PA31T1, St Louis, MO, Substantial damage. (-23) N701PT departed the end of runway 16 during landing at the Creve Coeur Airport and continued to travel for an additional 434 feet beyond the runway end.… ## Other investigations on N701PT (1) 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. - [NTSB CHI92LA240](https://openairdocs.org/ntsb/CHI92LA240), Aug 13, 1992: Piper PA-31T1 (N701PT), Osage Beach, MO, substantial damage. Probable cause: FAILURE TO ATTAIN THE PROPER TOUCHDOWN POINT. ## Docket (6 files) The files NTSB released with the investigation on August 30, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74136. 2.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 715 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335669&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Interview Summaries (item 2, .PDF, 305 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335670&FileExtension=.PDF&FileName=Pilot%20Interview%20Summaries-Redacted.PDF - Witness Interview Summaries (item 3, .PDF, 450 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335671&FileExtension=.PDF&FileName=Witness%20Interview%20Summaries-Redacted.PDF - Passenger Interview Summaries (item 4, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335672&FileExtension=.PDF&FileName=Passenger%20Interview%20Summaries-Redacted.PDF - FAA Inspectors' Accident Site and Wreckage Documentation (item 5, .PDF, 778 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335673&FileExtension=.PDF&FileName=FAA%20Inspectors%27%20Accident%20Site%20and%20Wreckage%20Documentation-Redacted.PDF - Landing Performance Charts (item 6, .PDF, 341 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335674&FileExtension=.PDF&FileName=Landing%20Performance%20Charts-Master.PDF 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.