Incident Overview
On 31 March 2000, a DHC-2 MkIII Turbo Beaver (OY-JRR) operated on a private flight from Headcorn Airfield to Hinton-In-The-Hedges Airfield with a planned intermediate stop at White Waltham Aerodrome. The aircraft, equipped with a single Pratt & Whitney PT6A-34 turboprop engine and manufactured in 1966, was being ferried by the pilot with one passenger on board. Neither occupant was injured, but the aircraft sustained damage including bent propeller blades, necessitating engine removal for inspection.
Approach and Landing
The pilot reported that as he approached White Waltham, the windsock indicated variable wind at less than 5 knots. Visibility was 5 km in haze with no significant weather. Runway 29 was in use with right-hand circuits. Three other aircraft were in the circuit; the pilot joined through the deadside with those aircraft in sight. The circuit was normal, and the pilot considered the final approach to be stabilised.
Over the threshold, the pilot retarded the throttle and attempted to flare at an estimated height of 6 feet. Despite applying full aft controls, the aircraft landed heavily, with initial contact on the main wheels followed by the tailwheel. The aircraft then bounced, and the resulting nose-down pitching attitude caused the propeller tips to contact the ground during the subsequent landing.
Pilot's Assessment
After the incident, the pilot reviewed his actions to determine possible causes. He was confident that his threshold speed was correct and that his approach was normal. He considered the possibility of turbulence from a preceding aircraft but concluded that he had maintained adequate spacing during the approach.
The pilot noted that the aircraft's centre of gravity was near the forward limit, which he believed contributed to the nose-down pitch after the bounce. He also considered that a slight tailwind component may have been present during landing. Additionally, the pilot commented that he did not attempt to cushion the landing, as he would have with a piston-engine aircraft, due to the known spool-up time of turbine-powered aircraft.
Damage and Subsequent Action
The propeller blades were bent, and the engine was removed for a check. No further details on the extent of damage or repair actions were provided in the report.