History of Flight
On April 12, 2009, about 0900 eastern daylight time, a de Havilland DHC-2 III, registration N258PA, was substantially damaged during touch-and-go landing practice at Plattsburgh International Airport (PBG), Plattsburgh, New York. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed Lake Placid Airport (LKP) around 0730. The certificated commercial pilot and the airplane's owner, who was a pilot-rated passenger, were not injured. The personal flight was conducted under 14 CFR Part 91.
The pilot, seated in the left front seat, reported that the day before the accident they flew to Adirondack Regional Airport (SLK) for crosswind landing practice, then returned to LKP. On the accident day, they flew to SLK to refuel, but the fuel truck was inoperative. Due to fuel state, they decided to fly to PBG for additional touch-and-go pattern work before fueling and returning to LKP.
During the flight from SLK to PBG, the pilot noted a slight "buffet feeling" in the control column but could not determine the cause. After four normal touch-and-go landings, the owner instructed the pilot to practice short field landings, noting that differential braking was needed to steer the airplane on landing.
The pilot performed one short field landing, departed, and on the next landing adjusted the propeller to the beta setting and applied toe brakes. The airplane's tail began to rise; both occupants applied full back pressure on the control yoke to lower it. As the tail continued rising and the airplane nearly stopped, the propeller struck the runway. The wing tip fuel tanks, nearly full with about 30 gallons each, and the main fuselage tanks, nearly empty, were noted. After the accident, the owner/pilot gravity-transferred fuel from the tip tanks to the fuselage tank.
The owner/pilot, seated in the right front seat, stated that during landing on runway 35, the pilot applied braking. Feeling the tail rise, the owner applied full back elevator and told the pilot to release the brakes, but the pilot applied more toe brake pressure, causing the tail to rise further and the propeller to strike.
Personnel Information
The pilot, age 44, held a commercial pilot certificate with single-engine land, multiengine land, and instrument ratings, and a private pilot certificate with a single-engine sea rating. His most recent FAA third-class medical was issued July 2, 2007. He reported 1,095 total flight hours and about 6 hours in the accident make and model. He completed his commercial checkride on January 10, 2009.
The owner/pilot-rated passenger, age 52, held a commercial pilot and certified flight instructor certificate. His most recent FAA second-class medical was issued May 30, 2008. He reported 2,000 total flight hours, 500 hours in the accident make and model, and 100 hours as an instructor in that type. His last flight review was March 25, 2009.
Aircraft Information
According to FAA records, the airplane was manufactured in 1968 and registered to the owner in October 2003. The most recent annual inspection was completed on June 20, 2008, at about 15,000 total hours. In 2004, the wings were rebuilt with new attachment fittings and a Baron MK Beaver Wing Angle modification was installed. Since then, the airplane had flown about 200 hours and was hangared when not in use.
Meteorological Information
At 0853, PBG reported wind from 010° at 13 knots, visibility 10 miles, few clouds at 4,200 and 5,500 feet, temperature -1°C, dew point -11°C, altimeter 30.14 inHg.
Wreckage and Impact Information
An FAA inspector examined the airplane and noted a fractured right wing aft spar attachment point and a downward canted trailing edge of the right wing.
Test and Research
The wing attach points were sent to the NTSB Materials Laboratory. On November 24, 2009, examination showed the left attachment point had no visible fracture, bending, or elongation. The right attachment points had fractures and deformation consistent with ductile and tensile overstress, and the wing spar was bent forward outboard of the attachment. No fatigue was observed on any fracture surface.