History of Flight
On January 6, 2012, about 1548 mountain standard time, a Piper PA-28-181, registration N4175V, was substantially damaged during the landing rollout on runway 25L at Phoenix Deer Valley Airport (DVT), Phoenix, Arizona. The student pilot was uninjured. The instructional flight was conducted under 14 CFR Part 91 and operated by TransPac Aviation Academy, based at DVT. Visual meteorological conditions prevailed, and a VFR flight plan was active.
The flight was a solo cross-country planned to go from DVT to Gila Bend Municipal Airport (E63), then to Wickenburg Municipal Airport (E25), and back to DVT. During the landing rollout on runway 4 at E63, the pilot reported that the airplane pulled to the right, but no runway excursion occurred. After slowing, the pilot exited the runway, stopped, and leaned out the door to inspect the aircraft, but saw nothing unusual. He did not shut down the engine or exit the airplane. He then departed E63 and did not experience any abnormal control behavior.
At E25, the pilot made a low approach but executed a go-around due to concerns from the earlier landing. After circling, he departed for DVT without another landing attempt at E25. The pilot stated that the landing at DVT was normal until the nose gear touched down, at which point the airplane veered right and departed the runway. The airplane struck a runway distance sign and then a berm, causing significant damage to the nose landing gear, right main landing gear, and right wing.
Personnel Information
The pilot held a student pilot/medical certificate and had about 66 total flight hours, all in the accident make and model, including about 8 solo hours. His most recent FAA third-class medical certificate was issued in October 2011. The accident flight was not his first solo cross-country but was his first flight of the day.
Aircraft Information
The low-wing airplane was manufactured in 1998, equipped with a Lycoming O-360 series engine and a fixed-pitch metal propeller. The tricycle landing gear was non-retractable. The aircraft had a single cabin entry/exit door on the right side. At the time of the accident, the airplane had accumulated about 10,389 total flight hours.
Meteorological Information
Recorded winds at an airport about 5 miles south-southwest of E63 (where the initial landing irregularity occurred) showed wind speed decreasing from 7 to 2 mph between 1300 and 1500, with variable direction. The DVT automated weather observation at 1553 reported calm winds, visibility 10 miles, clear skies, temperature 21°C, dew point -3°C, and altimeter 29.97 inches of mercury.
Wreckage and Impact Information
After veering off the north side of runway 25L, the airplane struck a runway distance sign and slid across the unpaved surface, coming to rest upright in the retention area between taxiway Bravo and runway 25L. The nose and right main landing gear collapsed or partially separated. The right wing was substantially damaged by the sign impact. The propeller and cowl were damaged from ground contact after gear collapse. There was no fire. An FAA inspector examined the airplane 6 days later and reported "nothing irregular" without further detail. The insurance company declared the aircraft damaged beyond economical repair.
Additional Information
Maintenance records showed the airplane was on a progressive inspection program, with the most recent phase inspection completed on December 17, 2011; about 49 hours were flown between that inspection and the accident. Since May 2010, there were eight brake-related maintenance events—primarily brake pad replacements—and one steering event to correct a loose jam nut on the steering horn (September 2010).
At E63, no public telephones were available. The pilot did not shut down the engine or exit the aircraft after landing. He stopped, set the parking brake, and opened the door to visually inspect, but the low-wing configuration and right-side door limited visibility and prevented observation of the landing gear. The pilot decided to continue the flight without further examination or contacting the flight school.
The flight school had a dispatch section for communication and coordination but was not subject to 14 CFR 121 dispatch requirements. Each airplane carried a "tin" containing records and contact information. The school had a radio base station for communication within about 50 miles of DVT. The school's flight safety manager noted a standard policy for communicating off-site abnormalities, and students received training on these areas. As of January 18, 2012, students were to be issued company cell phones to improve communication with dispatch.