History of Flight
On November 14, 2009, about 1018 eastern standard time, a Curtiss Wright Travel Air 4000, registration N3823, was substantially damaged while landing on runway 5 at Page Field Airport (FMY), Fort Myers, Florida. The certificated commercial pilot and two passengers received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local revenue sightseeing flight conducted under 14 CFR Part 91.
Witnesses reported that during landing, the airplane touched down, bounced, touched down again, bounced once more, then touched down a third time in a nose-high attitude with the tailwheel on the runway, oscillating left and right for 5 to 10 seconds. The airplane then veered right, the right wing dipped, and it cartwheeled before coming to rest inverted.
The two passengers (an adult and a nine-year-old child) stated they felt the engine hiccup or make a noise like a dirt bike several times during the flight, at which points the pilot would throttle up to smooth it out. The pilot gave no indication of any issues. During the approach, the pilot flew over the numbers and cruised at 20-30 feet above the runway until approximately midfield, where runways 13/31 intersected runway 5, before attempting to land. On landing, the airplane touched down, bounced, and was pushed to the right by the wind. The adult passenger heard the pilot throttle up again but said the aircraft appeared to have stalled and lost lift.
The pilot stated that all aspects of the flight went well until landing. As the airplane touched down, a gust of wind from the left pushed him to the right. He powered up for a go-around but the aircraft did not respond and flipped over. In his NTSB report, the pilot indicated that during the run-up and takeoff everything was normal. On a three-mile left base leg for runway 5, he applied carburetor heat. Cleared to land, he reduced power and turned final at 60 mph. He cleared the engine on short final with added power and it responded. He reduced to idle and touched down about 3,000 feet down the runway at 50 mph. As the aircraft slowed, a gust of wind lifted it left side up, becoming airborne 15-20 feet. He corrected with left rudder and aileron and added full power for a go-around, but the engine did not respond. He shut off the carburetor heat and again added power, still no response. The aircraft touched down right wing low, turned right, departed the runway, and flipped over.
Personnel Information
According to FAA and pilot records, the pilot held a Commercial Pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. He received authorization for air tour operations under 14 CFR 91.147 in September 2009. He reported 1,789 total flight hours, with 60 hours in the accident airplane make and model. His most recent FAA second-class medical certificate was dated September 1, 2009.
Aircraft Information
The accident aircraft was a conventional single-bay biplane with staggered wings braced by N-struts. The fuselage was fabric-covered steel tube with two open cockpits in tandem, the forward able to carry two passengers side-by-side. It was powered by a Continental W670-6N, 220 horsepower engine. Manufactured in 1927, the airplane's most recent annual inspection was completed on July 2, 2009. It was purchased by the owner on July 8, 2009. At the time of the accident, the airplane had 5,284 total hours of operation.
Meteorological Information
A weather observation at FMY one minute after the accident recorded wind 310 degrees at 5 knots, visibility 10 statute miles, clear sky, temperature 23°C, dew point 13°C, and altimeter 29.98 inches of mercury. Review of METAR reports before and after the accident revealed no record of wind gusts.
Airport Information
Page Field Airport was a public use airport with two runways oriented 5/23 and 13/31. Runway 5 was asphalt, in good condition, grooved, 6,406 feet long by 150 feet wide. It had precision markings, medium intensity runway edge lights, and a 4-box visual approach slope indicator displaying a 3.0-degree glide path. The threshold was displaced 459 feet due to obstructions.
Wreckage and Impact Information
Examination by FAA inspectors revealed substantial damage to multiple ribs, wing struts, and wing spars. The landing gear collapsed and the wooden propeller shattered. No evidence of preimpact failures or malfunctions of the flight control system or engine was found.
Measurements taken by police from the land and hold short (LAHSO) markings on runway 5 at the intersection of runway 13/31 to the first set of ground scars were 31 feet, the second set 37 feet, and the third set 40.4 feet. Another 403 feet farther, ground scars were found in the grass by taxiway B5: one set 40 feet long, a second 30 feet, and a third 7.6 feet. Total distance from LAHSO markings to where the airplane came to rest was 482 feet.
Tests and Research
Written information provided to the pilot by the previous owner advised that landing the Travel Air required patience. A perfect three-point landing could be rewarding but took practice, initially on grass, as attempted on asphalt with low experience could cause multiple bounces. The materials noted that the lower wing was concave on the bottom, and pulling back on the control stick too soon could accelerate airflow over the lower wing, causing ballooning and porpoising. It advised adding 100-200 rpm, allowing the airplane to move further down the runway, and landing with the tail low. Bleeding airspeed and holding the airplane from touchdown a bit longer would result in a gentle touchdown.