AAIB Bulletin No: 11/2003
CESSNA 172P SKYHAWK · Service Bulletins
Overview
This document is an AAIB Bulletin detailing an incident involving a Cessna 172P Skyhawk, registered G-BYET. It provides a comprehensive analysis of an accident that occurred on July 30, 2003, during a private flight. The bulletin outlines the circumstances leading to the incident, including the pilot's actions during the approach and landing phases, and offers insights into the factors that contributed to the accident. The report emphasizes the importance of maintaining proper approach profiles and situational awareness during landing operations.
- The incident involved a Cessna 172P Skyhawk, registered G-BYET, on July 30, 2003.
- The pilot experienced multiple bounces during landing, leading to undercarriage damage and a propeller strike.
- Excessive power application during the approach resulted in a higher than normal touchdown speed.
- The pilot's fixation on the touchdown point hindered his ability to judge the bounce severity.
- The report stresses the importance of maintaining proper approach profiles and situational awareness.
Document
Source
Originally published by assets.publishing.service.gov.uk. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type
- Service Bulletins
- Year
- 2003
- Pages
- 2
- File size
- 76 KB
- Publisher
- assets.publishing.service.gov.uk
Specifications & performance
Extracted from this document.
Specifications
- Engine model
- Lycoming O-320-D2J
Common. Rarer than 1% of the aircraft models we track.
Most owners only have the POH. Here's the essential set for the CESSNA 172P SKYHAWK.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins
- Type Certificate (TCDS)
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- PILOT'S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUALPilot's Operating Handbook
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- Pilot's Operating Handbook Cessna 172P SkyhawkPilot's Operating Handbook
- Pilot's Operating HandbookPilot's Operating Handbook
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In this document
History of the Flight
The pilot completed a solo flight and was cleared for an overhead rejoin but accepted a straight-in approach to Runway 26R. During the approach, the pilot descended below the normal circuit height and attempted to regain the correct glidepath by increasing power. The aircraft landed beyond the runway threshold, bounced multiple times, and sustained damage to the undercarriage and propeller.
Analysis
The pilot acknowledged that excessive power application during the approach led to a higher than normal touchdown speed. He became fixated on the touchdown point and failed to recognize the severity of the bounce, which contributed to the accident. The report highlights the need for early corrections to maintain the correct approach profile and airspeed.
Safety notes
- Pilots should avoid fixating on the touchdown point during landing to maintain situational awareness.
- Early corrections during the approach are crucial to ensure proper glidepath and airspeed.
Full document text
1 Cessna 172P Skyhawk, G-BYET AAIB Bulletin No: 11/2003 Ref: EW/G2003/07/31 Category: 1.3 Aircraft Type and Registration: Cessna 172P Skyhawk, G- BYET No & Type of Engines: 1 Lycoming O-320-D2J piston engine Year of Manufacture: 1982 Date & Time (UTC): 30 July 2003 at 1410 hrs Location: Redhill Aerodrome, Surrey Type of Flight: Private Persons on Board: Crew - 1 Passengers - None Injuries: Crew - None Passengers - N/A Nature of Damage: Undercarriage damage, propeller strike and fuel spill Commander's Licence: Private Pilot's Licence Commander's Age: 50 years Commander's Flying Experience: 80 hours (all on type) Last 90 days - 1 hour Last 28 days - 1 hour Information Source: Aircraft Accident Report Form submitted by the pilot and subsequent AAIB enquiries History of the flight The pilot had completed a short solo flight and on returning to the airfield was initially cleared for an overhead rejoin. However, subsequently ATC offered the pilot a straight-in approach to Runway 26R which the pilot accepted. He lined up with the runway and set landing flap, but then realised he had descended below the normal circuit height. He commenced the approach but remained below the correct profile, setting a higher than normal power setting in order to try and regain the correct glidepath. On approaching the runway threshold, the pilot became concerned that he was going to undershoot and so added still more power. The aircraft landed on the runway just beyond the identification numbers and bounced. The first bounce was followed by several more, each increasing in severity and accompanied by a large pitching moment. It was on the penultimate bounce that the Tower controller reported seeing the nose wheel bend backwards before collapsing when the wheels next contacted the runway. The aircraft came to a halt with the propeller hitting the ground and stopping the engine. The pilot radioed the Tower to inform them he was uninjured before turning off the electrics and vacating the aircraft. The airfield fire service was quickly in attendance and although there was no fire, they put down a protective blanket of foam over a fuel leak which had developed due to the accident. Cessna 172P Skyhawk, G-BYET 2 Analysis The pilot considered that as a result of applying more power than normal during the approach he had exceeded the correct speed at touchdown. He also stated that in the latter stages of the approach he had become fixated on his touchdown point. The pilot had experienced two abandoned landings, one whilst solo and the other when with an instructor, both due to bounces on touchdown. On this occasion, however, he did not recognise the severity of the initial bounce and so he did not apply power or attempt to go around. Instead he tried to control the aircraft back onto the ground with the power remaining at idle. It is likely, therefore, that by becoming so absorbed on his landing point the pilot had lost his peripheral reference making it more difficult to judge the true extent of the bounce on landing. The accident also demonstrated the importance of making adequate corrections early in the approach to regain the correct profile and air speed in good time before touchdown.