# NTSB ERA15LA314: Grumman G164, N5277, Trenton, NC, August 13, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 13, 2015, 10:52 local (14:52 UTC) - Place: Trenton, NC - Coordinates: 35.057498, -77.463333 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.0575&lon=-77.4633&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 4, 2016 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 91791 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA314 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91791/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91791 - Page: https://openairdocs.org/ntsb/ERA15LA314 ## Probable cause The pilot's decision to land the airplane with a tailwind and his subsequent application of excessive braking, which resulted in a nose-over. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Grumman G-164A, 1 case](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=3952704), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Grumman G-164A, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=3952704), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Performance/control parameters: surface speed/braking](https://openairdocs.org/ntsb-findings/01062045): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Grumman G-164A, 1 case](https://openairdocs.org/ntsb-findings/01062045/cases.md?model=3952704), [All aircraft, 238 cases](https://openairdocs.org/ntsb-findings/01062045/cases.md) - [Wind: tailwind](https://openairdocs.org/ntsb-findings/03034015): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Grumman G-164A, 1 case](https://openairdocs.org/ntsb-findings/03034015/cases.md?model=3952704), [All aircraft, 594 cases](https://openairdocs.org/ntsb-findings/03034015/cases.md) - [Wind: tailwind](https://openairdocs.org/ntsb-findings/03034015): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Grumman G-164A, 1 case](https://openairdocs.org/ntsb-findings/03034015/cases.md?model=3952704), [All aircraft, 594 cases](https://openairdocs.org/ntsb-findings/03034015/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: Nose over/nose down](https://openairdocs.org/ntsb-events/096) (defining event); cases with it: [Grumman G-164A, 11 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=3952704), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) ## Analysis The commercial pilot reported that, following an agricultural application flight in the tailwheel-equipped airplane, he chose to land toward the northwest on a private landing area. He reported that he made this decision based on power lines on the approach end and that landing in that direction precluded the option of a balked landing; however, photographs taken at the accident scene revealed that no power line crossed the extended runway centerline. The pilot made a three-point landing and applied the brakes; however, he noted no braking action. The pilot then released and reapplied the brakes, and the airplane subsequently nosed over and came to rest inverted. A witness reported that, as the airplane was landing, he saw smoke coming from the tires. Postaccident examination of the brakes revealed no mechanical malfunctions or abnormalities that would have precluded normal operation. A review of recorded wind information from nearby airports indicated that the airplane likely landed with up to a 9-knot tailwind. Although numerous tire skid marks were noted on the paved landing area, it could not be determined which, if any, of those marks were caused by the accident airplane. However, given the witness statement indicating that he saw smoke coming from the tires after landing and the airplane's subsequent nose-over, it is likely that the pilot applied excessive braking action. Therefore, it is likely that the airplane was landing with excessive speed due to the tailwind and that the pilot subsequently applied excessive braking to slow the airplane before reaching the end of the runway, which resulted in the airplane nosing over and coming to rest inverted. ## Factual narrative On August 13, 2015, about 1052 eastern daylight time, a Grumman G-164A, N5277, nosed over during landing at a private, unregistered airstrip near Trenton, North Carolina. The commercial pilot was not injured. The airplane sustained substantial damage to both wings, the empennage, and the fuselage. Visual meteorological conditions prevailed and no flight plan was filed for the local, aerial application flight. The airplane was owned and operated by Eastern Flying Service, Inc. under the provisions of Title 14 Code of Federal Regulations Part 137. According to the pilot, the landing area was oriented in a west-northwest direction and landing in the east-southeast direction was not an option due to powerlines on the approach end and trees and a river on the east side. He further stated that, due to the short length of the landing surface, a balked landing was not an option. As the airplane approached the landing area from the east, after clearing the bordering 100-foot-tall trees, the pilot lowered the nose, and made a three-point landing in the turf portion of the landing area, just prior to the paved surface, as he had done for at least eight previous landings. He applied the brakes and reported that the pedal "pressure felt normal;" however, there was no braking action noted. While applying back pressure to the control stick, he subsequently released and reapplied the brakes and the airplane nosed-over, coming to rest inverted. According to an eyewitness, the airplane had landed and that "no smoke" was emanating from the tires as they had observed on previous landings. The airplane continued forward and then "smoke" was observed coming from the tires, prior to the nose striking the pavement and the airplane nosing over. According to another witness, they heard a "chirp" followed shortly by a "thud" sound. That witness described the "chirp" sound similar to "tires briefly sliding on pavement." However, the witness did not visually observe the accident. According to a Federal Aviation Administration (FAA) inspector, the airplane came to rest inverted at the edge of a paved landing area. Numerous tire skid marks were noted on the paved portion of the landing area; however, it could not be conclusively determined which, if any, skid marks were from the accident flight. A divot was also noted in the paved surface, in the vicinity of the airplane, similar in dimensions as the propeller attach nut. One of the FAA inspectors that responded to the accident location examined the airplane's brakes and spun the wheels by hand. Another FAA inspector applied hand pressure to the brake pedals and no abnormalities or malfunctions were noted that would have precluded normal operation of the brake system. The landing area was privately owned at the time of the accident. It consisted of a paved surface about 1,200 feet long and 15 feet wide and a turf area about 485 feet long on the east, or approach end, in relation to the accident flight. The landing area hadtrees located on the east side and a road that ran perpendicular to the runway on the west side, located about 30 feet beyond the paved surface. Photographs taken at the accident location revealed a powerline parallel to the road way; however, the powerline did not extend into the extended centerline of the landing area. A review of surrounding airports, located within 20 miles of, and in various directions from, the accident location, revealed that the wind varied in direction between the northeast and east and the wind velocity varied between 3 and 10 knots. The recorded wind at an airport about 15 miles to the southwest, taken about 3 minutes after the accident, revealed the wind was from 090 degrees and 9 knots. The wind sampling included two hours prior and two hours following the accident. ## Aircraft - Registration: [N5277](https://openairdocs.org/deregistered/N5277-2018-03-08), registration cancelled 2018-03-08, S/N 566, built 1968 (OpenAirDocs) - Reported make and model: GRUMMAN G164 (A) - Registry model: [Grumman G-164A](https://openairdocs.org/model/grumman-g-164a) (registry code 3952704) (OpenAirDocs) - Registry engine: [Pratt & Whitney R-985 series](https://openairdocs.org/engine/pratt-whitney-r-985-series) (registry code 52008, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 566 - Year built: 1968 - Engines: P&W R-1340-S3H1G 600 horsepower reciprocating - Damage: Substantial damage - Flight: Aerial application, Part 137 - Operator: Eastern Flying Service Inc - Registered owner: Eastern Flying Service Inc - Airworthiness certificate: Special, Restricted (Special) - Departed: PVT, Trenton, NC - Destination: PVT, Trenton, NC - Airport: PVT, Gene Powers, runway UNK, 1,700 × 15 ft, grass/turf - Equipment: Stall warning system, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review March 15, 2015; seat: single; flight hours: 1,827.1 total, 474.7 in this make and model, 1,697.8 as pilot in command, 408.2 in the last 90 days, 103.3 in the last 30 days, 9.3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 63 °F - Altimeter: 30.09 inHg - Observed at: KOAJ, 15 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 20150813012779A](https://openairdocs.org/incident/20150813012779A), Aug 13, 2015: Grumman G-164A, Trenton, NC, Substantial damage. Pilot stated that upon landing he applied the brakes to stop the plane, but there was no stopping force that transferred to the ground. He released the brake… ## Other investigations on N5277 (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 CHI94DTG01](https://openairdocs.org/ntsb/CHI94DTG01), May 26, 1994: Grumman G-164-A (N5277), La Moure, ND, substantial damage. Probable cause: failure of the pilot to maintain directional control. ## Docket (9 files) The files NTSB released with the investigation on February 24, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91791. 3.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436991&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot Typed Statement (Courtesy of FAA) (item 2, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436992&FileExtension=.PDF&FileName=Pilot%20Typed%20Statement%20(Courtesy%20of%20FAA)-Master.PDF - Memorandum of Record - Phone Conversation with Pilot (item 3, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436995&FileExtension=.PDF&FileName=Memorandum%20of%20Record%20-%20Phone%20Conversation%20with%20Pilot-Master.PDF - Eyewitness Statement (item 4, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436996&FileExtension=.PDF&FileName=Eyewitness%20Statement-Master.PDF - Ear Witness Statements (item 5, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436997&FileExtension=.PDF&FileName=Ear%20Witness%20Statements-Master.PDF - Memorandum for Record - FAA Inspector Phone Call on Damage (item 6, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436998&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20FAA%20Inspector%20Phone%20Call%20on%20Damage-Master.PDF - Google Earth View of Landing Strip (item 7, .PDF, 451 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40436999&FileExtension=.PDF&FileName=Google%20Earth%20View%20of%20Landing%20Strip-Master.PDF - Memorandum for Record - Weather from 3 Nearby Airports (item 8, .PDF, 197 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40437002&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Weather%20from%203%20Nearby%20Airports-Master.PDF - Photos (Courtesy of FAA) (item 9, .PDF, 6 photos, 624 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40437003&FileExtension=.PDF&FileName=Photos%20(Courtesy%20of%20FAA)-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.