WPR10LA427

As the airplane approached the uncontrolled airport for landing, the pilot became distracted by two other airplanes in the traffic pattern and by a third airplane that entered the pattern in front of him. This resulted in the pilot extending the downwind leg of his traffic pattern and maintaining traffic pattern altitude until the final approach. A fourth airplane was in the run-up area preparing to depart, which the landing pilot also noted. As the pilot turned onto the final approach, he descended with full flaps. Just before the airplane touched down, the pilot observed that the airplane was low and slow, and he increased engine power. The airplane subsequently collided with upsloping terrain short of the runway, and then veered into the airplane that was standing in the run-up area.

HISTORY OF FLIGHT On August 24, 2010, about 1610 Pacific daylight time, a Piper PA-28-180, N5101L, collided with a Cessna 150J, N50464, at the Diamond Point Airstrip, Sequim, Washington. The Piper was owned and operated by its certificated private pilot. The Cessna was owned by its student pilot, and it was operated by the certificated commercial pilot who was providing flight instruction to the student. The accident occurred when the pilot flying the Piper airplane, which was attempting to land, impacted terrain short of runway 29’s landing threshold. Thereafter, the Piper airplane veered into the Cessna that was holding short of the runway and was waiting for takeoff. Both airplanes were substantially damaged. The Piper pilot sustained minor injuries. His personal flight originated from Olympia, Washington, about 1530. Neither of the pilots in the Cessna were injured. Their flight was originating when the accident occurred. Visual meteorological conditions prevailed, and no flight plans were filed by any of the pilots. The National Transportation Safety Board investigator interviewed the Piper and Cessna pilots. The Piper pilot stated, in pertinent part, that he had not previously landed at the (uncontrolled) Diamond Point Airstrip. When he approached the airstrip, there were two other airplanes in the traffic pattern, and a Cessna reported on the radio that he was taxiing for takeoff. Then, when a third airplane entered the traffic pattern in front of his airplane, he altered his approach path and did not commence a descent. Rather, he maintained his altitude and extended his pattern until he had adequate clearance from the airplane ahead, which was landing. Thereafter, the Piper pilot reduced engine power and added full flaps to descend to the proper approach path. The Piper pilot verbally reported to the Safety Board investigator that he did not encounter any downdrafts during his approach. On final approach, he initially reduced the engine’s speed to 1,700 revolutions per minute (rpm), and the airplane descended. The pilot reported that on short final approach, he likely was low and slow, so he added full engine power to arrest the descent. The pilot opined that the engine rpm did not increase before the airplane collided with upsloping terrain, short of the runway’s pavement. According to the certified flight instructor (CFI) who was providing dual instruction to his student in the Cessna, the CFI observed the Piper airplane when it was on a long final approach to the airstrip. The Cessna was located in the taxiway’s run-up apron, adjacent to but clear of the runway. The CFI noted that the Piper was very low on short final approach, and it was heading 10 to 15 degrees left of the runway’s centerline extension. The CFI commented to his student that the Piper was going to crash, and within seconds it did. The Piper impacted the ground short of the runway and then veered into the Cessna. Subsequently, when the CFI spoke with the Piper pilot,the pilot stated that he had been distracted by the other airplanes in the area. He had increased engine power because he was low and slow, and he had pulled back on the yoke. However, according to the Piper pilot the airplane’s rate of descent was not adequately reduced. Airport Information Runway 29 has a marked landing threshold, which is displaced about 200 feet from the beginning of the runway’s pavement. The distance from the runway’s threshold to the end of runway 29 is about 2,135 feet. The runway is about 24 feet wide. Tests and Research A Federal Aviation Administration inspector examined the airplanes and accident site and documented the scene along with other personnel. Ground scar evidence was observed that indicated the Piper touched down on an upsloping dirt embankment, about 17 feet before reaching the runway’s asphalt pavement. This touchdown location was about 217 feet short of the runway's displaced threshold. A ground scar was noted in the terrain that was consistent with the Piper’s right main landing gear wheel. The scar was located about 9 feet left of the runway’s centerline. Tire rub marks on the tarmac were noted. The marks were consistent with the sideways skid-like movement of the Cessna's nose wheel. The marks were located in the run-up area, and indicated that the Cessna was clear of the active runway when its right wing was impacted.