LAX05LA223

The airplane collided with an airport perimeter fence short of the runway during landing and nosed over. While on final approach with the flaps fully extended and the throttle at 1,700 rpm, the airplane began descending rapidly. The pilot retracted the flaps 10 degrees and applied full power. The airplane continued to descend until it struck the airport perimeter fence and nosed over. The pilot reported that this was his first flight with three passengers on board the airplane. Weight and balance calculations showed that upon takeoff, the airplane exceeded its forward center of gravity limit by 1 inch and the gross weight was 2,347.42 pounds. During landing, the calculated center of gravity was near its forward limit, but 0.3 inches within the weight and balance envelope. The gross weight during landing was 2,257.42 pounds. The maximum gross weight for the airplane was 2,400 pounds.

On July 2, 2005, at 1130 mountain standard time, a Piper PA-28-180, N9254J, collided with an airport perimeter fence during landing and nosed over at Yuma International Airport, Yuma, Arizona. Yuma Flying Club was operating the privately registered airplane under the provisions of 14 CFR Part 91. The private pilot and three passengers were not injured; the airplane sustained substantial damage. Visual meteorological conditions prevailed. The airplane departed Yuma for a local area personal flight about 1030, and no flight plan had been filed.

According to the pilot, he had taken his friends on a local flight. On final approach with the flaps fully extended, and the throttle at 1,700 revolutions per minute (rpm), the airplane began descending rapidly. The pilot retracted the flaps 10 degrees and applied full power. He could not recall if the engine responded. The airplane continued to descend until it struck the airport perimeter fence and nosed over. The pilot reported that this was his first flight with three passengers on board the airplane. He received his private pilot certificate on April 16, 2005, and had about 95 hours total flight time. The pilot did not report any mechanical problems with the airplane prior to departure.

According to the airport manager, approximately 35 gallons of fuel were drained from the airplane following the accident.

The National Transporation Safety Board investigator performed weight and balance calculations for the flight using the pilot operating handbook (POH) for the airplane. Upon takeoff, the calculated gross weight was 2,347.42 pounds with an arm of 90.5 inches aft of the datum. Comparing the calculations with a center of gravity (CG) and weight chart showed that the airplane exceeded its forward CG range by approximately 1 inch. During landing, the calculated gross weight of the airplane was 2,257.42 pounds with an arm of 90.3 inches aft of the datum. Comparison of these calculations with the CG and weight chart showed the airplane loaded near its forward CG limit, but approximately 0.3 inches within the weight and balance envelope. The maximum gross weight for the airplane was 2,400 pounds.

According to the Pilot's Handbook of Aeronautical Knowledge (AC 61-23C), "The forward center of gravity limit is often established at a location which is determined by the landing characteristics of the airplane. It may be possible to maintain stable and safe cruising flight if the CG is located ahead of the prescribed forward limit; but during landing which is one of the most critical phases of flight, exceeding the forward CG limit may cause problems. Manufacturers purposely place the forward CG limit as far rearward as possible to aid pilots in avoiding damage to the airplane when landing."

In addition, AC 61-23C states, "A restricted forward center of gravity limit is also specified to assure that sufficient elevator deflection is available at minimum airspeed. When structural limitations or large stick forces do not limit the forward CG position, it is located at the position where full-up elevator is required to obtain a high angle of attack for landing."

The engine was test-run at Air Transport, Phoenix, Arizona, on July 25 under the auspices of the Federal Aviation Administration coordinator. The engine was operationally tested to 2,400 rpm and idled at 700 to 800 rpm. The magneto check produced a 100-rpm drop on the right and a 75-rpm drop on the left. No operational anomalies were noted. When compared with the Champion Aviation Check- A- Plug chart AV-27, the spark plug coloration for the number 1 cylinder was consistent with a slightly rich operation; the coloration of the remaining spark plugs was consistent with normal operation.