# NTSB CEN14LA497: Darney Glasair III, N39RD, Austin, TX, September 12, 2014 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: September 12, 2014, 17:50 local (22:50 UTC) - Place: Austin, TX - Coordinates: 30.397499, -97.56639 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=30.3975&lon=-97.5664&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed, report June 9, 2015 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA San Antonio FSDO - NTSB case key (mKey): 90074 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN14LA497 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/90074/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=90074 - Page: https://openairdocs.org/ntsb/CEN14LA497 ## Probable cause The pilot’s use of an improper attitude and airspeed during landing followed by excessive braking, which resulted in the airplane wheelbarrowing on the runway and a subsequent loss of directional control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Landing gear system: nose/tail landing gear](https://openairdocs.org/ntsb-findings/01023220): Aircraft › Aircraft systems · Capability exceeded; cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-findings/01023220/cases.md?model=05604V4), [All aircraft, 185 cases](https://openairdocs.org/ntsb-findings/01023220/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=05604V4), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=05604V4), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=05604V4), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=05604V4), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Runway/land/takeoff/taxi surface: soft surface](https://openairdocs.org/ntsb-findings/03023020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-findings/03023020/cases.md?model=05604V4), [All aircraft, 264 cases](https://openairdocs.org/ntsb-findings/03023020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-events/230/sequence.md?model=05604V4), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Darney Robert W GLASAIR III, 1 case](https://openairdocs.org/ntsb-events/096/sequence.md?model=05604V4), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The pilot reported that he landed the airplane with about 5 knots of extra airspeed in case he encountered a surface crosswind. The airplane touched down about 6 ft right of the runway centerline. Shortly after touchdown, the nosewheel began to shimmy violently. The pilot applied maximum braking to both pedals simultaneously to reduce the speed as he applied back stick pressure, but the nosewheel continued to shimmy. The nosewheel fork then failed, and the nose landing gear dug into the runway, which caused the airplane to veer off the right side of the runway. The nose landing gear collapsed in the soft ground, and the airplane subsequently nosed over. The postaccident examination of the nose landing gear, shimmy damper, and nosewheel revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The examination of the runway revealed a skid mark produced by the nosewheel tire, which indicated that the tire skidded back and forth while the airplane's direction continued straight down the runway. According to Federal Aviation Administration guidance, wheelbarrowing occurs when a pilot permits the airplane weight to become concentrated about the nosewheel during takeoff or landing, which can cause of a loss of directional control. One of the most common causes of wheelbarrowing during the landing roll is the simultaneous touchdown of the main wheels and nosewheel with excessive speed. The guidance states that "heavy braking should be avoided until the wings are devoid of lift and the airplane's full weight is resting on the landing gear," which is contrary to the pilot's actions. The circumstances of the accident were consistent with the airplane wheelbarrowing during the landing. ## Factual narrative On September 12, 2014, about 1750 central daylight time, an experimental amateur-built Darney Glasair III, N39RD, sustained substantial damage while landing at the Austin Executive Airport (EDC), Austin, Texas, when it veered off the runway and nosed over. The pilot received minor injuries, and the passenger received serious injuries. The airplane was registered to and operated by the pilot under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight plan was filed. The airplane departed from the University-Oxford Airport (UOX), Oxford, Mississippi, about 1510. The pilot reported that the weather at EDC was good with no turbulence experienced during the approach, although there was rain and thunderstorms in the area. He configured the airplane for landing by lowering the landing gear and adding two notches of flaps, and he landed with about 5 knots of extra airspeed in case he encountered surface crosswinds. The airplane touched down within the touchdown zone and about 6 feet right of centerline. Shortly after touchdown, the nosewheel began to shimmy violently. The pilot applied hard braking to both pedals simultaneously to reduce speed as he applied back stick pressure on the yoke. He stated, "Since the shimmy started soon after touchdown, I still had significant airspeed and even with maximum braking, the shimmy continued unabated although the speed was dissipating normally under the circumstances." He reported that the nosewheel fork failed and the nose landing gear dug into the runway, causing the airplane to veer to the right. He applied full left brake, but the airplane continued to veer off the right side of the runway. The nose landing gear collapsed in the soft ground and the airplane subsequently nosed over. The examination of the runway revealed a skid mark produced by the nosewheel tire. The skid mark indicated that the tire appeared to be skidding back and forth while the airplane's direction continued straight down the runway. There were no skid marks that were associated with the main landing gear tires. There were 4 propeller strike marks about 40 inches apart found on the runway before the airplane departed the runway. A ground impact was observed in the infield that was consistent with the nose landing gear collapsing before the airplane nosed over. The examination of the nose landing gear revealed that the nosewheel tire sidewall was scuffed and rubbed on one side only. The nosewheel rim exhibited grinding of the edge of the rim from contact with the runway on the same side of the wheel that had the tire scuff marks. The torque and tension on the scissors connecting bolts was normal. The tire pressure measured 55 psi, which was within limits. One of the nosewheel travel stops was twisted. The damage to one of the drag links and scraping on the landing gear barrel was consistent with the drag linkcontacting the travel stop during the impact sequence. The shimmy damper, which consisted of a steel collar with a Teflon ring, was intact and exhibited no anomalies. However, the stop bolt was sheared off. The investigation was unable to determine if the bolt was sheared off during the accident sequence, or sometime before the flight. The pilot did not recall seeing it missing during his preflight inspection. The Federal Aviation Administration's "Airplane Flying Handbook" describes a takeoff and landing phenomenon termed "Wheelbarrowing." Wheelbarrowing occurs when a pilot permits the airplane weight to become concentrated about the nosewheel during takeoff or landing. The handbook stated the following: "Wheelbarrowing may cause the loss of directional control during landing roll because braking action becomes ineffective, and the airplane tends to swerve or pivot on the nosewheel, particularly in crosswind conditions. One of the most common causes of wheelbarrowing during landing roll is a simultaneous touchdown of the main and nosewheel, with excessive speed, followed by application of forward pressure on the elevator control." The handbook also stated: "The airplane should be allowed to decelerate normally, assisted by careful use of wheel brakes. Heavy braking should be avoided until the wings are devoid of lift and the airplane's full weight is resting on the landing gear." ## Aircraft - Registration: [N39RD](https://openairdocs.org/deregistered/N39RD-2018-03-23), registration cancelled 2018-03-23, S/N 3073, built 1999 (OpenAirDocs) - Reported make and model: DARNEY GLASAIR III - Registry model: [Darney Robert W GLASAIR III](https://openairdocs.org/model/darney-robert-w-glasair-iii) (registry code 05604V4) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 3073 - Year built: 1999 - Airframe hours: 605 - Engines: LYCOMING IO-540-K1A5 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Barrett Clisby - Registered owner: Fast Track Aircraft LLC - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, June 18, 2014 - Departed: UOX, Oxford, MS - Destination: EDC, Austin, TX - Flight plan: IFR - Airport: EDC, Austin Executive Airport, runway 31, 6,025 × 100 ft, asphalt - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 68; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review April 10, 2014; seat: left; flight hours: 310 total, 310 in this make and model, 20 in the last 90 days, 11 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 7 statute miles - Lowest ceiling: 4,600 ft broken - Temperature: 77 °F, dew point 75 °F - Altimeter: 29.96 inHg - Observed at: AUS, 13 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 20140912024339A](https://openairdocs.org/incident/20140912024339A), Sep 12, 2014: Darney Robert W GLASAIR III, Pflugerville, TX, Substantial damage. After touchdown, while landing at Austin Executive Airport, the nose gear of glasair N39RD, began to oscillate full travel from stop to stop. This caused the… ## Docket (10 files) The files NTSB released with the investigation on May 11, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=90074. 1.7 MB in all. - Photo 1 - Skid Marks (item 1, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426167&FileExtension=.PDF&FileName=Photo%201%20-%20Skid%20Marks-Master.PDF - Photo 2 - Skid Marks (item 2, .PDF, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426168&FileExtension=.PDF&FileName=Photo%202%20-%20Skid%20Marks-Master.PDF - Photo 3 - Nose Gear (item 3, .PDF, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426169&FileExtension=.PDF&FileName=Photo%203%20-%20Nose%20Gear-Master.PDF - Photo 4 - Wreckage (item 4, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426170&FileExtension=.PDF&FileName=Photo%204%20-%20Wreckage-Master.PDF - Photo 5 - Scuffed Tire and Wheel Damage (item 5, .PDF, 211 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426171&FileExtension=.PDF&FileName=Photo%205%20-%20Scuffed%20Tire%20and%20Wheel%20Damage-Master.PDF - Photo 6 - Bent Travel Stop Pin (item 6, .PDF, 227 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426172&FileExtension=.PDF&FileName=Photo%206%20-%20Bent%20Travel%20Stop%20Pin-Master.PDF - Photo 7 - Drag Link Next to Stop Pin (item 7, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426173&FileExtension=.PDF&FileName=Photo%207%20-%20Drag%20Link%20Next%20to%20Stop%20Pin-Master.PDF - Photo 8 - Landing Gear (item 8, .PDF, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426174&FileExtension=.PDF&FileName=Photo%208%20-%20Landing%20Gear-Master.PDF - Photo 9 - Disassembled Shimmy Damper (item 9, .PDF, 201 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426175&FileExtension=.PDF&FileName=Photo%209%20-%20Disassembled%20Shimmy%20Damper-Master.PDF - Photo 10 - Exemplar Landing Gear with Stop Pin (item 10, .PDF, 261 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40426176&FileExtension=.PDF&FileName=Photo%2010%20-%20Exemplar%20Landing%20Gear%20with%20Stop%20Pin-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.