SEA04LA196

Approaching the destination airfield, the pilot reported rain showers were present and the weather was deteriorating. The pilot elected to use the slip maneuver on her landing approach, taking out 90 percent of the slip prior to the airplane touching down hard on its left main landing gear. Witnesses attending the fly-in reported that the left main landing gear was bent and the left door wouldn't operate properly. Later in the afternoon the pilot asked several other pilots their opinions on the left landing gear, and 5 or 6 pilots said it was solid. After securing the left door with rope, the pilot then flew the airplane to her home base. Substantial damage to the airplane was discovered two months after the accident as the aircraft was being repaired. The accident was reported to the FAA on November 4, 2004.

On May 8, 2004, approximately 1100 mountain daylight time, a Dornier DO27A4, N276MK, was substantially damaged following a hard landing at the Cabin Creek Landing Airport (97MT), Marion, Montana. The commercial pilot and her two passengers were not injured. Visual meteorological conditions prevailed for the personal flight, which was conducted in accordance with 14 CFR Part 91, and a flight plan was not filed. The flight had departed the Ferndale Airfield (53U), Big Fork, Montana, approximately 30 minutes prior to the accident.

According to the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot reported that as she approached the destination airfield she observed the weather deteriorating, with a shower present where she would normally glide in, and more showing up. The pilot stated, "I decided to slip the Dornier in. I had pulled 90 percent out of the slip when I touched down, hitting the left landing gear, but not enough to prevent a 'perfect attitude and directionally controlled landing' after the initial touchdown." The pilot further stated that the landing gear was solid and she didn't notice any discernible difference during taxi. The pilot reported that after breakfast, "...I asked all there to watch as I did a 360 degree taxi on the tarmac to see if there was any weakness observed. I felt none [and] the 5 or 6 pilots present said it was solid. I [then] flew it to home (53U)." The pilot stated that the damage to the airplane was not discovered until it was examined and repaired two months later.

In written reports submitted to the Federal Aviation Administration (FAA), several witnesses reported that the left main landing gear was bent/splayed out further than the right main landing gear, and that the left cabin door would not operate properly. Witnesses also stated that prior to her departure the pilot secured the door with some borrowed rope.

The FAA was notified on November 4, 2004 that N276MK was involved in an accident on May 8, 2004. On January 5, 2005, the NTSB investigator-in-charge (IIC) was made aware of the event by the FAA. On January 31, 2005, based on information provided by an airframe and powerplant mechanic to the IIC, it was concluded that the aircraft had sustained substantial damage during the hard landing and that he had repaired it in accordance with Advisory Circular (AC) 43.13-1A.