Overview
On January 18, 2016, about 1145 eastern standard time, a Piper PA-30 airplane, N68X, was substantially damaged in an accident near Dublin, Georgia. The pilot and a flight instructor were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Flight Details
The pilot, who was receiving multiengine flight instruction, departed W. H. “Bud” Barron Airport (DBN) about 1015 in windy, clear conditions. The purpose of the flight was to practice maneuvers in preparation for a multiengine rating check ride. After 45 to 50 minutes of flight, they performed a practice emergency descent from 4,500 ft msl to pattern altitude, followed by a normal full-stop landing on runway 32. After taxiing to the runway beginning, they reviewed short-field takeoff and landing procedures and executed a short-field takeoff per the Piper PA-30 Pilot’s Operating Handbook.
Accident Sequence
Following takeoff, the airplane entered the traffic pattern for landing. Abeam the runway 32 numbers, the crew completed the prelanding checklist and confirmed the landing gear was down and locked. The pilot verbally conducted a GUMP check with the instructor’s acknowledgment, then turned final approach at 110 mph to compensate for wind gusts. Crossing the runway threshold, the pilot reduced power and closed throttles, descended, and initiated a flare. The pilot reported normal touchdown indications for about 50 yards, then felt a shimmy followed by a sandpaper sound of propellers striking the runway. The airplane settled on its belly and slid right of centerline before stopping. The instructor smelled smoke, so the pilot turned the fuel valves off before they exited.
During a postaccident interview two days later, the pilot stated he did not “pull the flaps up” and could not swear he checked the mirror on the left nacelle used to confirm landing gear position. The instructor said that after touchdown, the pilot reached to retract the wing flaps to simulate a short-field landing and applied brakes. Shortly after, the airplane settled on the left, then right, then straight. The instructor noted the flaps were partially retracted when the airplane came to rest.
Post-Accident Examination
Runway examination revealed witness marks from the left and right propellers about 2,000 ft from the approach end, along with scrape marks on the centerline corresponding to the airplane's belly. The marks continued approximately 700 ft to where the airplane stopped. The airplane was moved to a hangar and placed on jacks. An FAA inspector found that one propeller blade tip on each propeller was bent forward, and the other blade tip bent aft. The fuselage belly was substantially damaged from the aft nose gear wheel well through the midsection, with damage to frame and longerons. The landing gear system and wheels were undamaged; a functional test showed normal extension and retraction multiple times with no discrepancies.
Aircraft Systems
The Piper PA-30 landing gear is electrically operated, with the nose gear retracting aft and main gear retracting inboard. Limit switches control gear indicator lights. The gear selector switch is on the instrument panel left of the power quadrant; it must be pulled aft before moving up to prevent inadvertent movement. A green light indicates gear down and locked, an amber light (with flashing if power reduced below 12 inches manifold pressure while gear up) indicates gear up, and a warning horn sounds when appropriate. An antiretraction switch on the left main gear prevents retraction on the ground until weight-off-gear allows the strut to extend within 3/4 inch of full extension.
Pilot Operating Handbook Guidance
The Piper PA-30 Owner’s Handbook advises, before extending gear for landing, to retard throttles to check the warning horn, and to verify gear down during any distraction. It recommends checking the green indicator light on base leg or final approach. For normal conditions, full flaps (27°) should be used to reduce stall speed and allow slower touchdown. For short, slow landings, full flaps and partial power are recommended, holding the nose up as long as possible. In high winds or crosswinds, higher approach speed with half or no flaps is advised. The handbook cautions that a pilot may inadvertently reach for the gear switch instead of the flap switch while still airborne, potentially causing gear retraction during the landing roll. It states that if braking is not needed, flaps should be retracted after the airplane is stopped off the runway.