DFW05CA107

The 5,753-hour commercial pilot lost directional control during the landing roll, and the vintage airplane drifted off of the runway and struck a fence 200-feet beyond the departure end of the runway. During the straight-in approach to the 5,002-feet long by 75- feet wide runway, the pilot noticed that the airplane's airspeed was above the flap extension speed of 140 mph, and "elected to continue with a no-flap landing." A witness at the airport ramp reported that the airplane "appeared to be at an excessive rate of speed" on final approach. He further reported that the observed the nose wheel touched the runway prior to the main wheels. The pilot added that as he applied brakes after landing, the left brake "was not responding normally." Examination of the airplane brake system by the operator did not reveal any anomalies.

On April 18, 2005, approximately 1530 central daylight time, a vintage Bell P39 single-engine airplane, N6968, was substantially damaged when it struck a fence following a loss of control during the landing roll at the Gillespie County Airport (T82), near Fredericksburg, Texas. The commercial pilot, sole occupant of the airplane, was not injured. The airplane was registered to and operated by the American Airpower Heritage Flying Museum, near Midland, Texas. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The 197-nautical mile cross-county flight originated from the Midland International Airport (MAF), near Midland, Texas, at 1423, with T82 as its intended destination.

The 5,753-hour pilot reported in the Pilot/Operator Aircraft Accident Report Form (NTSB Form 6120.1/2) that upon locating the airport, he elected to execute a straight-in approach to Runway 14 (5,002-feet long by 75-feet wide). After slowing the airplane below 200 miles per hour (mph), the pilot extended the landing gear and continued the approach. During the approach, the pilot noticed that his airspeed exedeed the aircraft's flap extension speed of 140 mph, so he "elected to continue with a no-flap landing."

The pilot stated that after the airplane touched down within the first 400 feet of the runway, he applied brakes and noticed that the left brake "was not responding normally." The airplane then drifted to the right of centerline, exited the runway, and traveled down an embankment before striking a fence.

A witness, located on the ramp area of T82, reported in a written statement to the NTSB that he observed the airplane travel past the approach end of runway 14 "at what appeared to be an excessive rate of speed." The witness added that the airplane touched down on the nose wheel just before the main wheel landing gears touched down.

At 1525, the automated weather observing station at T82 reported wind from 190 degrees at 11 knots, visibility 5 statute miles, overcast cloud ceiling at 1,100 feet, temperature 64 degrees Fahrenheit, dew point 61 degrees Fahrenheit, and an altimeter setting of 30.05 inches of Mercury.

Examination of the airplane by an Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed that the left wingtip was damaged and the left wing aft spar was bent. Examination of the runway revealed that the right main landing gear and nose gear exited the runway approximately 1,400 feet from the approach end of the runway. Two runway lights were damaged between 1,400 feet and 2,000 feet. A ground track from 2,000 feet to 3,000 feet was consistent with the right main landing gear being off the runway. Ground tracks indicated that the airplane traveled between the Precision Approach Path Indicator (PAPI) lights and the runway, approximately 200 feet beyond and 200 feet southeast of the departure end of the runway.

Examination and testing of the aircraft braking system by maintenance technicians of the Commemorative Air Force did not revealed any anomalies.