# NTSB CHI96LA317: Piper PA-32R-301, N801SP, Stewartville, MN, August 26, 1996 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 26, 1996, 15:45 local (20:45 UTC) - Place: Stewartville, MN - Coordinates: 43.84996, -92.480926 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.8500&lon=-92.4809&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report December 23, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 10378 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI96LA317 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/10378/pdf - Page: https://openairdocs.org/ntsb/CHI96LA317 ## Probable cause the pilot's improper in-flight planning/decision, which resulted in a failure to reach the proper touchdown point for the landing. The fractured nose gear shimmy damper attaching collar and the jammed nose gear were related factors. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, climb - to cruise - landing gear,nose gear - failure (contributing factor) - landing gear,nose gear assembly - jammed (contributing factor) - Undershoot, approach - vfr pattern - final approach - precautionary landing - performed, pilot in command - in-flight planning/decision - improper, pilot in command (cause) - proper touchdown point - not attained, pilot in command (cause) - In flight collision with terrain/water, emergency landing ## Analysis Shortly after climb out on an IFR flight plan, the pilot realized that he had a landing gear problem. He diverted to a nearby airport and made a fly-by past the tower. Tower personnel advised him that his nose gear was partially extended. On final approach for landing, the pilot shut off the engine to make a dead stick landing to avoid damaging the airplane. The airplane touched down on terrain 200 yards short of the runway threshold. Examination of the airplane revealed a fractured nose wheel shimmy damper attaching collar. ## Factual narrative On August 26, 1996, at 1545 central daylight time (cdt), a Piper PA-32R-301, N801SP, registered to Moccasin Flying Club, Inc., of Chattanooga, Tennessee, operated by an instrument rated private pilot, was substantially damaged when it undershot a power off landing at the Rochester Municipal Airport, Rochester, Minnesota. The airplane landed approximately 1/4 mile away from runway 02 threshold. The pilot reported a problem with the nose gear in the partially extended position, and elected to make a power off dead stick landing. The private pilot reported serious injuries. The 14 CFR Part 91 flight was operating in visual meteorological conditions. An IFR flight plan was on file. The flight originated from St. Paul, Minnesota, at 1300 cdt with a planned destination of Chattanooga, Tennessee. According to the pilot's written statement, he noticed on climb out that his rate of climb was slower than usual. As the airplane reach its cruising altitude of 7000 feet msl, the indicated airspeed also was slower than usual. He suspected that one of the landing gear was not up and locked. He cycled the gear and changed the landing gear indicator light bulbs. The red emergency gear lever was activated with no change in the situation. The pilot than decided to divert to Rochester Municipal Airport to conduct a fly by of the tower to assess the problem. After flying the ILS approach, Rochester Tower advised him that his nose gear was only partially extended. After flying in the area trying positive G maneuvers, nothing seemed to work. He decided to attempt a landing. The pilot flew the VOR approach to runway 02. He stated "On very short final, [he] shut down everything in an attempt to save the engine and prevent a possible fire. [he] landed in a field, some 200 yards short of the runway." A Federal Aviation Administration Inspector interviewed the pilot and obtained the following statement. The pilot decided he wanted to save the airplane so he was going to shut off the engine on final. The pilot requested information from the tower on the glide ratio in his configuration, but they did not provide any information. He said he was nervous landing on the short runway. He also decided that he wanted to get down and stopped in the first 1/3 of the runway so he would not block the other runway and cause the airport to be closed. He said he shut the engine off on what he thought was short final. He did not remember the DME distance but he thought he was at 1300' msl. When he saw he would not make it, he decided to try to restart. As he saw the airspeed start to decay, he pushed the nose down to keep the speed at 80 knots. The pilot then pulled back to cushion the blow by leveling the airplane. At that point he said the airplane quit flying. Examination of the airplane by the FAA Inspector revealed a fractured nose wheel shimmy damper attachment collar. ## Aircraft - Registration: [N801SP](https://openairdocs.org/deregistered/N801SP-2017-02-28), registration cancelled 2017-02-28, S/N 32R-8013070, built 1980 (OpenAirDocs) - Reported make and model: Piper PA-32R-301 - Registry model: [Piper PA-32R-301](https://openairdocs.org/model/piper-pa-32r-301) (registry code 7103218) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 32R-8013070 - Airframe hours: 2581 - Engines: Lycoming IO-540-KIG5D 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Moccasin Flying Club, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 1, 1995 - Departed: STP, ST. PAUL, MN - Destination: CHA, CHATTANOOGA, TN - Flight plan: IFR - Airport: RST, Rochester Municipal, runway 2, 5,198 × 150 ft, concrete ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 37; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 771 total, 42 in this make and model, 761 as pilot in command, 57 in the last 90 days, 24 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 50° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: 400 ft broken - Temperature: 64 °F, dew point 61 °F - Altimeter: 30.00 inHg - Observed at: RST ## 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 19960826024339A](https://openairdocs.org/incident/19960826024339A), Aug 26, 1996: Piper PA32R301, Rochester, MN, Substantial damage. Slower than normal speeds climb and cruise. Flyby nose gear partial extended. Landed short. Shimmy damper broken. (-23) operator reported to rst tower a nose… ## Other investigations on N801SP (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 ATL04FA190](https://openairdocs.org/ntsb/ATL04FA190), Sep 21, 2004: Piper PA-32R-301 (N801SP), Euharlee, GA, substantial damage, 2 fatal. Probable cause: The pilot's failure to maintain adequate control of the airplane, which resulted in the pilot exceeding the design limits of the airplane and subsequent in-flight separation. 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.