History of Flight
On April 4, 2011, about 1800 eastern daylight time, a Piper PA-28R-180, registration N7619J, was substantially damaged when it impacted terrain while approaching to land at Ridgely Airpark (RJD), Ridgely, Maryland. The certificated flight instructor (CFI), commercial pilot receiving instruction, and commercial pilot-rated passenger were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight conducted under 14 CFR Part 91.
According to the flight school, the CFI was providing instruction to two commercial pilots training for flight instructor certificates. They departed Bay Bridge Airport (W29), Stevensville, Maryland, about 1720 on a local training flight. The flight school reported that it was common for their instructors to practice landings at RJD.
The CFI stated the purpose was to practice maneuvers for the commercial pilots' flight instructor practical tests. The commercial pilot receiving instruction was flying at the time of the accident. They approached RJD intending to practice a "Power-Off 180 Approach and Landing." The commercial pilot entered the downwind leg for runway 12 and extended the landing gear. Abeam the intended touchdown point, engine power was reduced to idle and a glide was established. The CFI described the pattern as "tight." On final approach, airspeed deteriorated below best glide speed and the airplane began to sink. The commercial pilot applied full engine power to go around, but the airplane continued to sink and impacted the ground short of the runway.
The commercial pilot stated that the airplane encountered wind shear on final approach, and he remembered only applying full engine power as airspeed deteriorated. The commercial pilot-rated passenger did not respond to requests for a statement.
A witness driving past the airport reported to an FAA inspector that he saw the airplane making a "tight" left approach to runway 12, "very low." Before reaching the runway, the left wing impacted the ground and the airplane "cartwheeled." The witness called 911 and helped extricate the occupants. He stated the winds were gusting at the time.
Personnel Information
The CFI held a commercial pilot certificate with ratings for airplane single- and multiengine land, and a flight instructor certificate with ratings for airplane single- and multiengine land and instrument airplane. His most recent flight review was September 2, 2010, and his most recent first-class FAA medical certificate was issued in December 2010. He reported 1,280 total hours of flight experience.
The pilot receiving instruction held a commercial pilot certificate with ratings for airplane single- and multiengine land and an instrument rating. His most recent flight review was February 16, 2011, and his most recent first-class FAA medical certificate was issued in May 2008. He reported 312 total hours of flight experience.
Aircraft Information
According to FAA records, the airplane was manufactured in 1968 and powered by a Lycoming IO-360 180-horsepower reciprocating engine. The most recent 100-hour inspection was completed on January 21, 2011, at a total airframe time of 6,108 hours.
Meteorological Information
The 1755 weather observation at Dover Air Force Base (DOV), Dover, Delaware, about 21 nautical miles northeast of the accident site, included winds from 180 degrees true at 22 knots gusting to 27 knots, 10 statute miles visibility, temperature 26°C, dew point 8°C, and an altimeter setting of 29.49 inches of mercury. Peak winds of 28 knots from 180 degrees were noted at 1758.
Wreckage and Impact Information
An FAA inspector examined the airplane at the site. The initial impact point was approximately 200 feet prior to the approach end of runway 12. A wreckage path about 65 feet in length extended to where the airplane came to rest on its right side, about 60 feet left of the runway centerline. Both wings were separated at their roots, the propeller was separated from the engine, and the fuselage exhibited extensive damage.
In a subsequent examination at a storage facility, control cable continuity was established from the control yoke to the elevator and wing roots. The rudder pedals were jammed due to impact damage. The propeller and crankshaft flange were separated by impact, with fracture evidence of overload. The crankshaft appeared bent and case halves displaced at the front main bearing. Borescope examination of cylinders showed no abnormal wear or deposits. Both propeller blades had chordwise and spanwise scratches. The top four spark plugs were light tan and gray. The magnetos produced spark on a test stand.