Runway and Weather Conditions
The runway orientation was 340 degrees. Weather data from the nearest reporting station indicated winds from 100 degrees at 6 knots. These conditions resulted in a 4-knot rear quartering tailwind and a 2-knot crosswind from the right.
Landing Performance
Using performance data from the airplane's pilot operating handbook, the landing distance without reverse thrust was calculated to be 2,109 feet. The runway length was 2,400 feet. Assuming the airplane was flown at the reference speed of 73 knots, with no wind, and touched down at the threshold, only 291 feet of runway would remain. The tailwind present at the time would increase the required landing distance, further reducing the available runway.
Obstacles at Runway End
An irrigation sump at the end of the runway eliminated any margin for error and made a safe overrun impossible. A truck placed along the side of the runway at the departure end further limited options in the event of a long landing or overrun. Under the conditions, there was no allowance for error in pilot technique or for any real or perceived mechanical malfunction, forcing the pilot to make sudden, last-minute maneuvers to avoid obstacles.
Engine Inspection
During an engine inspection performed by factory personnel and witnessed by an FAA inspector from the Southwest Manufacturing District Office (MIDO-41), the engine was operated up to 30% of its power range with no anomalies noted. The power was reduced to idle several times, and the propeller did not feather. The propeller operated throughout its normal range, including beta, with no defects observed.
Propeller Control Observations
It was noted that with the power lever in the full aft position, the beta plunger was slightly depressed. This may have allowed the propeller to go slightly past the low pitch stop toward reverse when the power lever was pulled back to idle. Rubbing was observed between the power lever and propeller control lever. The FAA inspector and assisting personnel attempted to force the throttle lever to move the propeller control lever aft. The two levers moved aft together only when the power lever was pulled inboard against the propeller control lever. However, the propeller control lever could not be made to move past the feather detent. If the throttle had been closed, the propeller would move to the low pitch (high RPM) position even with the propeller control pulled aft to the control stop.