Summary
On Tuesday, August 21, 2018, at approximately 13:22 Japan Standard Time, a Textron Aviation 172S, registered JA395A and operated by the Japan Coast Guard, suffered damage to the airframe during a landing at Chitose airfield. The aircraft was on a practical pilot competence examination flight. There were three persons on board: the examinee (captain) in the left pilot seat, an instructor in the right pilot seat, and an inspector of airman licensing in the right rear seat. No injuries were reported.
Flight History
The aircraft departed Chitose airfield at 11:57 for Sapporo airfield to conduct examination maneuvers. After completing takeoff and landing subjects at Sapporo and other examination tasks in civil training airspace, the flight returned to Chitose. Upon reporting the return, the examinee was advised that Chitose airfield was in Instrument Meteorological Conditions (IMC). The examinee obtained ATIS information from adjacent New Chitose airport and requested a Precision Approach Radar (PAR) approach to runway 18L.
During the approach, the aircraft descended from 1,500 ft pressure altitude at a 2.7° angle. The runway became visible at about 500 ft. The aircraft crossed the threshold at approximately 72 kt with full flaps. The examinee, considering a headwind slightly stronger than 10 kt, maintained some engine power and delayed throttle closure before performing a flare. The main landing gear touched down at about 62 kt, and the aircraft bounced.
After the first touchdown, the examinee attempted to maintain landing attitude, having experienced similar bounces previously. A second touchdown caused the nose to bounce. The examinee and instructor both expected the bounce to settle. However, a third, more severe nose bounce prompted the examinee to initiate a go-around, with the instructor simultaneously calling "go-around." The examinee applied maximum engine power, raised the nose for climb, and retracted the flaps.
The instructor later stated that the approach and initial landing felt normal, and he expected the second bounce to subside, but deemed the third bounce abnormal. Following the go-around, the aircraft held over Kita-hiroshima City as instructed by air traffic control, then landed at Chitose at approximately 13:58 via another PAR approach to runway 18L.
Damage to Aircraft
Post-flight exterior inspection revealed deformation of the outer skin on the forward fuselage (both left and right). Detailed inspection later found additional damage:
- Outer skin of forward fuselage (left and right): Deformed
- Stringer of forward fuselage (left): Deformed
- Stiffener in the engine room (left and right): Deformed
- Stringer attaching rivet hole of left forward fuselage: Cracked
- Fire wall: Deformed
The aircraft was classified as substantially damaged.
Personnel and Aircraft Information
The examinee held a commercial pilot certificate (airplane) issued July 11, 2007, with a total flight time of 792 hours 32 minutes, including 34 hours 30 minutes on the accident aircraft type. The instructor held a commercial pilot certificate and flight instructor certificate (airplane), with 5,314 hours 38 minutes total flight time and 102 hours 31 minutes on type.
The aircraft was a Textron Aviation 172S (serial number 172S11735), manufactured August 26, 2016, with a certificate of airworthiness valid through February 1, 2019. Weight and balance at the time of the accident were estimated to be within allowable ranges.
Meteorological Conditions
An aviation special weather report at Chitose airfield at 13:20 indicated wind from 170° at 12 kt, visibility 10 km or more, scattered clouds at 400 ft and broken at 600 ft and 900 ft, temperature 20°C, dew point 19°C, and light shower rain. The altimeter setting was 29.89 inHg. Air traffic control last reported wind direction 180° and speed 13 kt.
Additional Information
The aircraft was equipped with a Flight Data Monitoring (FDM) system that recorded cockpit audio, images, flight data, and vertical acceleration. The recording from the accident flight was retained. FDM data showed the aircraft's pitch angle and engine power changes during the landing. A comparison with the later successful landing after the go-around indicated differences in pitch and power management.
A drive recorder from a car waiting at the apron captured the aircraft bouncing at the first touchdown, followed by the main gear touching down after the nose gear at the second and third touchdowns.
The airplane flight manual specifies normal landing airspeed of 60-70 KIAS with flaps down, and that the main wheels should touch down first, with the nose wheel lowered gently.
The Japan Coast Guard provided training and education related to landing procedures, including bounce recovery and go-around decision-making.