# NTSB CEN19LA217: Piper PA34, N2930Y, Ypsilanti, MI, July 10, 2019 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: July 10, 2019, 15:27 local (19:27 UTC) - Place: Ypsilanti, MI - Coordinates: 42.239166, -83.532501 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.2392&lon=-83.5325&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report November 6, 2019 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA - NTSB case key (mKey): 99821 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN19LA217 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/99821/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=99821 - Page: https://openairdocs.org/ntsb/CEN19LA217 ## Probable cause The pilot's premature movement of the landing gear selector to the "up" position during takeoff, which allowed the landing gear to retract before a positive climb rate was established, and the lack of a positive climb rate, which led to the airplane settling back on the runway with the gear retracted. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action selection](https://openairdocs.org/ntsb-findings/02041010): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-34-200, 1 case](https://openairdocs.org/ntsb-findings/02041010/cases.md?model=7103405), [All aircraft, 397 cases](https://openairdocs.org/ntsb-findings/02041010/cases.md) - [Landing gear system: landing gear selector](https://openairdocs.org/ntsb-findings/01023234): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Piper PA-34-200, 1 case](https://openairdocs.org/ntsb-findings/01023234/cases.md?model=7103405), [All aircraft, 54 cases](https://openairdocs.org/ntsb-findings/01023234/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Piper PA-34-200, 2 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=7103405), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Takeoff: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) (defining event); cases with it: [Piper PA-34-200, 3 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=7103405), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Takeoff: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [Piper PA-34-200, 4 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=7103405), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) ## Analysis The commercial pilot was preparing for a checkride with a flight instructor in a multiengine airplane. While taking off for a fifth touch-and-go landing, the pilot retracted the flaps, increased the power, and raised the airplane's nose about 3° to 5°. The instructor stated that, as the airplane lifted and weight was removed from the landing gear, the gear appeared to retract. Subsequently, the airplane began to settle back on the runway, the right wing and propeller impacted the runway, and the right engine lost power. The airplane then banked right, and the instructor then assisted the pilot by retarding the throttle, leveling the wings, and lowering the nose. The airplane slid and came to rest on its belly off the right side of the runway, which resulted in substantial damage to the right wing and the fuselage. The landing gear doors did not exhibit any damage. The tires were fully retracted into their respective wheel well with no abnormal markings or signs of damage that would be consistent with a landing gear collapse. The airplane was placed on jacks with the landing gear still retracted. When electrical power was applied, the gear extended as designed. The landing gear selector was then placed in the "up" position several times, and each time, the landing gear retracted in about 6 seconds. The examination revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. Following the accident, neither pilot could recall the position of the landing gear during the takeoff. The instructor stated that he was unable to see the landing gear selector during the flight. According to the Pilot's Operating Manual, the landing gear can only retract when the landing gear selector is in the "up" position and the oleo strut is extended more than 8 inches. A microswitch incorporated into the throttle quadrant will activate a warning horn if the landing gear selector is in the "up" position when the airplane is on the ground. Neither pilot reported hearing this warning horn. Therefore, it is unlikely that the landing gear selector was placed in the "up" position when the airplane was still on the ground. Given this evidence, it is likely that the pilot prematurely moved the landing gear selector to the "up" position, which allowed the landing gear to retract before a positive climb rate was established, and the lack of a positive climb rate, which led to the airplane settling back on the runway with the gear retracted. ## Factual narrative On July 10, 2019, about 1527 eastern daylight time, a Piper PA-34 airplane, N2930Y, sustained substantial damage during landing at Willow Run Airport (KYIP), Ypsilanti, Michigan. The airplane was registered to IXI, LLC and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight when the accident occurred. The commercial pilot and certified flight instructor (CFI) sustained minor injuries. Visual meteorological conditions prevailed and no flight plan had been filed. The flight departed the Pontiac airport (KPTK) about 1430. According to the pilot, he was practicing touch-and-go landings when the accident occurred. He stated that after several instrument approaches, with the last being at KYIP, they did about four touch and go landings on runway 23R. On the last one (accident flight) he said the approach and flight around the traffic pattern was normal. On the downwind leg, when abeam the mid-point of the runway, the landing gear was selected down, with three green lights illuminating. When they were abeam the runway numbers, they added 10° of flaps and increased that to 25° on the base leg. The pilot said that due to winds, he told the CFI he was only going to land with 25° of flaps. As the airplane crossed the runway numbers, the engine power was reduced to idle with an airspeed of about 90 mph. He said he tried to hold the airplane off the runway as long as he could and touched down on the 1,000ft runway marker. He classified the touchdown as "smooth", did not hear the stall warning horn and did not feel any bangs or bumps. He said that after touchdown they rolled about 1,000ft down the runway while retracting flaps to the 0°position by using the flap control lever located on the floor between the seats. After retracting the flaps, he applied full power to initiate the takeoff and shortly thereafter, he recalled the CFI saying something to him, but he could not remember what was said, and noticed the right wing "digging into the grass." The pilot was unable to remember the position of the landing gear handle prior to the initiation of the accident sequence. The airplane came to rest on its belly off the right side of the runway, sustaining substantial damage to the right wing and fuselage. Both propellers exhibited signs consistent with the production of power. The aft portion of the fuselage was buckled with signatures of oil canning. The right wing was bent upward, consistent with spar damage. All three landing gear doors were absent of damage. The tires were fully retracted into their respective wheel wells with no abnormal markings or signs of damage. The right flap rail exhibited damage (flat filing) consistent with pavement contact. There was no trailing edge damage to the flap. The angle of the damage to the flap rail was consistent with the flaps being fully retracted at the time of impact. In a written statement provided by the CFI, he wrote that a normal roundout and flare was performed with a normal landingon the centerline of runway 23R. After touchdown, the airplane slowed to about 30 mph, the flaps were fully retracted and full throttle was applied. He said that as the airplane began to generate lift, and the weight was removed from the landing gear, the gear appeared to retract and the right wing and propeller made contact with the runway, stopping the right engine. He stated that after engine stoppage, the pilot applied back pressure to the yoke and the airplane began gaining altitude before starting a bank to the right. At this time, he (CFI) retarded the throttles and pushed the nose of the airplane down, while leveling the wings. The airplane subsequently impacted the ground and slid to a stop. After immediately exiting the airplane, he went back inside to retrieve personal effects and noticed the landing gear control handle in the "down" position. When asked to describe the accident flight in as much detail as possible, the CFI stated that when abeam mid-field on the downwind leg, the landing gear was extended and three green lights were observed, indicating the landing gear was down and locked. He said the power was reduced to 15" manifold pressure, the propellers were put to the full forward position, mixture was set to rich and flaps were set to 10°. When the airplane was abeam the landing point, a normal descent was initiated. When on the base leg of the traffic pattern, the flaps were increased to 25° and a landing check was conducted which confirmed the mixture was full rich, propellers were full forward and the three landing gear position indicator lights were illuminated green. After alignment with the runway centerline, a final landing check was completed which again confirmed the landing gear was down and locked. "Upon assurance of a safe landing," the flaps were set to 40° and an approach speed of 105 mph was flown. The CFI stated that he was unable to see the position of the landing gear handle from the right seat when the pilot-in-command's (PIC) hand was on the throttle quadrant. While taking off, once the airspeed reached 85 mph, he transitioned his attention from inside the cockpit to outside the cockpit. He said that due to the noise from the engines and the use of a noise cancelling headset, it was his belief that it was not possible to hear the hydraulic pump running. According to the Piper Seneca Pilot's Operating Manual, the landing gear can only retract when the gear handle is in the "up" position and the oleo strut is extended in excess of eight inches. When this extension occurs, the safety switch that precludes gear retraction when the airplane is on the ground closes, to complete the circuit, so the hydraulic pump can raise the landing gear when the gear selector handle is moved to the "UP" position. A micro switch is incorporated into the throttle quadrant that will activate a warning horn if the landing gear selector is in the "UP" position when the airplane is on the ground. Neither pilot stated that theyheard this warning horn. The operating manual contains procedures for normal, short field and soft field takeoffs. All three procedures state that the landing gear should be retracted when a gear-down landing is no longer possible on the runway. The normal takeoff procedure states: "When obstacle clearance is no problem, a normal takeoff may be used. Accelerate to 80-85 mph and ease back on the wheel enough to let the airplane lift off. After lift-off, accelerate to the best rate of climb speed (105 mph) or higher if desired, retracting the landing gear when a gear-down landing is no longer possible on the runway." The Federal Aviation Administration (FAA) Airplane Flying Handbook (FAA-H-8083-3B) states in part: "Once a positive rate of climb is established, the pilot should retract the flaps and landing gear (if equipped)." When the airplane was removed from the grass, it was placed on a trailer with the landing gear still retracted. On July 16, the airplane was placed on jacks and electrical power was applied, the gear subsequently extended as designed. The handle was then placed in the "UP" position and the landing gear retracted in about 6 seconds. This procedure was repeated with the same results. The jacks were removed, and the airplane remained on its landing gear. During the examination, no mechanical malfunctions or anomalies were noted that would have precluded normal operation. ## Aircraft - Registration: [N2930Y](https://openairdocs.org/deregistered/N2930Y-2022-06-04), registration cancelled 2022-06-04, S/N 34-7450099, built 1974 (OpenAirDocs) - Reported make and model: Piper PA34 (200) - Registry model: [Piper PA-34-200](https://openairdocs.org/model/piper-pa-34-200) (registry code 7103405) (OpenAirDocs) - Registry engine: [Lycoming I0360 SER A&C](https://openairdocs.org/engine/lycoming-i0360-ser-a-c) (registry code 41511, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 34-7450099 - Year built: 1974 - Engines: Lycoming IO360 SER A&C reciprocating; Lycoming IO360 SER A&C reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Departed: YIP, Ypsilanti, MI - Destination: YIP, Ypsilanti, MI - Airport: YIP, Willow Run, runway 23R, 5,996 × 160 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 64; injuries: minor; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review May 21, 2019; seat: left; restraint: 3-point; flight hours: 1,793.1 total, 24.5 in this make and model, 1,683.4 as pilot in command, 29.7 in the last 90 days, 18.8 in the last 30 days, 1.6 in the last 24 hours - Flight instructor; age 54; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review March 6, 2019; seat: right; restraint: 3-point; flight hours: 1,725 total, 109 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: 4,900 ft overcast - Temperature: 91 °F, dew point 72 °F - Altimeter: 29.92 inHg ## 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 20190710009799A](https://openairdocs.org/incident/20190710009799A), Jul 10, 2019: Piper PA-34-200, Belleville, MI, Substantial damage. Piper seneca N2903Y was substantially damaged during an unsuccessful touch and go (landing to takeoff) at kyip on 07/10/2019 approximate local time of 15:25.… ## Docket (7 files) The files NTSB released with the investigation on September 4, 2019, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=99821. 6.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475469&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - PIC Interview (item 2, .PDF, 225 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475470&FileExtension=.PDF&FileName=PIC%20Interview-Master.PDF - PIC Second Interview (item 3, .PDF, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475471&FileExtension=.PDF&FileName=PIC%20Second%20Interview-Master.PDF - CFI Written Statement (item 4, .PDF, 197 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475472&FileExtension=.PDF&FileName=CFI%20Written%20Statement-Master.PDF - CFI Follow-up Questions (item 5, .PDF, 429 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475473&FileExtension=.PDF&FileName=CFI%20Follow-up%20Questions-Master.PDF - Photos (item 6, .PDF, 3 photos, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475474&FileExtension=.PDF&FileName=Photos-Master.PDF - POH excerpt (item 7, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475475&FileExtension=.PDF&FileName=POH%20excerpt-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.