# NTSB ERA19LA086: Piper PA46, N88VZ, Petersburg, WV, November 18, 2018 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: November 18, 2018, 12:47 local (17:47 UTC) - Place: Petersburg, WV - Coordinates: 38.995555, -79.145835 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.9956&lon=-79.1458&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: No injuries - Injuries: 3 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 98886 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA19LA086 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98886/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98886 - Page: https://openairdocs.org/ntsb/ERA19LA086 ## Probable cause A loss of control during the landing roll and subsequent runway excursion for reasons that could not be determined based on the available evidence. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Piper PA 46-350P, 8 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=7104620), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/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: [Piper PA 46-350P, 14 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=7104620), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Piper PA 46-350P, 20 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=7104620), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Piper PA 46-350P, 19 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=7104620), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) ## Analysis The private pilot was landing the airplane with the yaw damper off, the rudder trim near neutral, and both rudder pedals centered. The pilot reported feeling the airplane slide after touchdown, similar to being on an ice patch, but did not recall if the nose landing gear was on the runway before or at the time of the slide. He immediately applied right rudder and brake to maintain directional control. As the airplane started to veer to the left, he moved the power lever into beta to slow the airplane but was unable to keep the airplane on the runway surface. The airplane departed the left side of the runway and impacted a small berm, resulting in a nose landing gear collapse. The pilot subsequently walked the runway and did not see any ice but observed rubber transfer marks from the right main and nose landing gear tires. The nose and main landing gear tire pressures at the time of the accident could not be confirmed although there was no evidence of sidewall scuffing or slippage of the nose landing tire or tube. The nose landing gear rake angle could not be determined due to damage, but the nose landing gear steering bungee appeared intact. Although the collar of the nose landing gear trunnion was damaged, and the nose landing gear rake angle was set to 0.1° less than the minimum specified at the last annual inspection, neither of those conditions likely contributed to the on-ground loss of control. The reason for the runway excursion could not be determined based on the available evidence. ## Factual narrative In August 2008, the airplane was modified in accordance with Supplemental Type Certificate (STC) ST00541SE with the installation of a 560 shaft horsepower Pratt & Whitney PT6A-35 engine and a Hartzell HC-E4N-3N/D8292B-Z constant-speed, full manual feathering, reversible, four-bladed propeller. According to the STC holder, the nose landing gear actuator, nose landing gear assembly, nose landing gear steering system components including the nose landing gear steering bungee, and the nose landing gear rake angle were not changed as a result of the modification. Review of the maintenance records revealed that the airplane's last annual inspection was on July 11, 2018. The entry for the inspection indicated that the nose landing gear rake angle was adjusted to 89.9° (specification is 90.0° to 090.5°), and the nose gear steering free play was also adjusted. The entry also indicated that a new nose landing gear tire, P/N 560-04-112, and tube were installed. The airplane had accumulated about 55 hours since the inspection at the time of the accident. The pilot did not report any issues related to engine or propeller control rigging since the annual inspection was completed. Nose wheel steering is performed by actuation of either rudder pedal at the rudder bar assembly, which is connected by push/pull rods to a steering bellcrank. A single push/pull rod connects the steering bellcrank to a bungee, which is then connected by a single push/pull rod to a steering arm above the nose landing gear trunnion assembly. Rudder primary control input was also performed by actuation of the rudder pedals, which were connected by control cables. On November 18, 2018, about 1247 eastern standard time, a Piper PA-46-350P, N88VZ, was substantially damaged when it was involved in an accident near Petersburg, West Virginia. The private pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he entered an extended right base leg of the airport traffic pattern for runway 13, where he lowered the flaps to 10° and extended the landing gear. He then extended the flaps to 20° and turned onto final approach for runway 13 while maintaining 103 knots indicated airspeed, adding that the wind was calm. He confirmed that the landing gear position indicator lights were illuminated green on final approach and did not recall if he lowered the flaps to 36°. The pilot further stated that, before touchdown, the yaw damper was off, the rudder trim was near neutral, and both rudder pedals were centered. The main landing gear touched down smoothly in the landing zone, and he then felt the airplane slide, similar to being on an ice patch. He did not recall if the nose landing gear was on the runway before or at the time of the slide. He immediately applied right rudder and brake to maintain directional control, and as the airplane started to veer to the left, he moved the power lever into betato slow the airplane; however, he was unable to keep the airplane on the runway with rudder input. The airplane departed the left side of the runway, impacted a small berm, and the nose landing gear collapsed. The airplane came to rest upright with the engine running. After securing the airplane, he walked the runway and did not see any ice but did see "solid rubber marks on the runway showing the nose gear leaving a solid thick line of rubber." According to the Federal Aviation Administration (FAA) inspector who examined the runway and airplane, the airplane came to rest on airport property partially in a ditch about 2,430 ft from the approach end of runway 13 and about 120 ft north of the northern edge of runway 13. The main landing gear were extended and the nose landing gear was collapsed. All propeller blades exhibited varying amounts of blade bending. Review of pictures and video provided by the pilot revealed two parallel skid marks on the runway. The first identifiable mark was left of the runway centerline immediately adjacent to a paving seam. The mark continued for a short distance paralleling the runway centerline, while the second mark was located slightly farther down the runway near the runway centerline. Both marks began arching to the left and continued to the northern edge of the runway; the markings showed a sharper radius left turn near the edge of the runway. Two ground scars continued on the grass north of the runway, and in the grass, a third ground scar left of the left-most ground scar was noted. According to a picture provided by the pilot, damage to the collar of the nose landing gear trunnion was noted. The airplane was transported to a repair station where repairs were performed, which included removal of the propeller, engine, and nose landing gear assembly. According to personnel of the facility, rigging checks of the engine or propeller controls were not performed, and a check of the nose landing gear steering rake angle could not be performed due to damage. The main and nose landing gear tire pressures were not determined. There was no evidence of scuffing of the nose landing gear tire sidewall, nor was there evidence of slippage of the nose landing tire or tube on the wheel. The bolt that secured the nose landing gear actuator to the engine mount was fractured, consistent with shear. The nose landing gear steering bungee was intact with no evidence of preimpact failure or malfunction. According to a representative of the airframe manufacturer, the damage to the collar of the nose landing gear trunnion was associated with contact by a lug of the nose landing gear oleo caused by overtravel of the nose landing gear tire to the airplane nose-right position. ## Aircraft - Registration: [N88VZ](https://openairdocs.org/deregistered/N88VZ-2023-10-12), registration cancelled 2023-10-12, S/N 4636170, built 1998 (OpenAirDocs) - Reported make and model: Piper PA46 (350P) - Registry model: [Piper PA 46-350P](https://openairdocs.org/model/piper-pa-46-350p) (registry code 7104620) (OpenAirDocs) - Registry engine: [Lycoming TIO-540 series](https://openairdocs.org/engine/lycoming-tio-540-series) (registry code 41569, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 4636170 - Year built: 1998 - Airframe hours: 2653.9 - Engines: Pratt & Whitney PT6A-35 560 horsepower turbo prop - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 11, 2018, 55 hours before - Departed: AQO, Llano, TX - Destination: W99, Petersburg, WV - Flight plan: IFR - Airport: W99, Grant County Airport, runway 13, 5,000 × 75 ft, asphalt - Equipment: Electronic multifunction display, Electronic primary flight display, Onboard weather, Stall warning system, Auto-pilot, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: none; private; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review November 13, 2017; seat: left; restraint: 3-point; flight hours: 2,248 total, 223 in this make and model, 2,038 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Temperature: 39 °F, dew point 34 °F - Altimeter: 30.20 inHg - Observed at: W99, 3 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 20181118017309A](https://openairdocs.org/incident/20181118017309A), Nov 18, 2018: Piper PA 46-350P, Petersburg, WV, Substantial damage. Pilot landed runway 13 in VMC and zero wind. Main gear touched down and after nose wheel made ground contact the aircraft went into an uncontrolled left skid.… ## Docket (7 files) The files NTSB released with the investigation on February 28, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98886. 13.7 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 4.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9489318&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Record of NTSB conversations (item 2, PDF, 8 pages, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9574127&FileExtension=pdf&FileName=Record%20of%20NTSB%20Conversations_Redacted-Rel.pdf - Excerpts from airplane maintenance manual (item 3, PDF, 2 pages, 509 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9488896&FileExtension=pdf&FileName=Excerpts%20From%20Airplane%20Maintenance%20Manual-Rel.pdf - Excerpt from inspection guide utilized by facility for last annual inspection (item 4, PDF, 1 page, 873 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9489019&FileExtension=pdf&FileName=Excerpt%20of%20Inspection%20Guide%20Utilized%20by%20Facility%20for%20Last%20Annual%20Inspection_Redacted-Rel.pdf - Excerpt from discrepancy and corrective action list pertaining to last annual inspection (item 5, PDF, 1 page, 563 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9488358&FileExtension=pdf&FileName=Excerpt%20of%20Discrepancy%20and%20Corrective%20Action%20Pertaining%20to%20Last%20Annual%20Inspection_Redacted-Rel.pdf - Statement from repair station (item 6, PDF, 1 page, 5.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9489174&FileExtension=pdf&FileName=Statement%20from%20Repair%20Station_ERA19LA086_Redacted-Rel.pdf - Investigative photographs (item 7, PDF, 6 pages, 6 photos, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=9490052&FileExtension=pdf&FileName=Investigative%20Photographs-Rel.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.