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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Emergency forced landing at private strip mandated by aircraft equipment problem malfunction. Landing overshot.
| Attributes | |
| ACN | 254954 |
| Time | |
| Date | 199310 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : cnx |
| State Reference | NM |
| Altitude | msl bound lower : 17000 msl bound upper : 17000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | general aviation : personal |
| Make Model Name | Small Aircraft, Low Wing, 1 Eng, Retractable Gear |
| Flight Phase | cruise other other other |
| Route In Use | enroute : on vectors enroute airway : zab |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot |
| Qualification | pilot : instrument pilot : commercial |
| Experience | flight time last 90 days : 100 flight time total : 8500 flight time type : 600 |
| ASRS Report | 254954 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Qualification | controller : radar |
| Events | |
| Anomaly | aircraft equipment problem : critical |
| Independent Detector | other flight crewa |
| Resolutory Action | controller : issued new clearance controller : provided flight assist flight crew : declared emergency other |
| Consequence | other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation |
Narrative:
While on a cross country flight, I had leveled at 17000 ft MSL. Approximately 40 mins after departure from abq, I experienced loss of vacuum. Shortly (within 2 mins) I had a loss of manifold pressure 26.5 inches down to 20 inches followed immediately by a decline in engine oil pressure, fuel flow and turbine inlet temperature readings. I called ZAB and asked for the nearest airport and immediately went through the checklist for this sequence of events. I was directed to a private airstrip and given the nearest airport wind and understood it to be light out of the east. I experienced total loss of oil pressure and total loss of power within a few mins of first calling center. When I set up for best glide speed, I was able to make it to the landing strip located in a remote area. I decided, due to reported wind and the confign of the strip, to land to the east and was committed to do so. I decided to hold the gear up till short final to be sure I would make the runway. At a low altitude I noticed the wind seemed very strong and out of the west giving me a tailwind and I also was a little too fast. I selected gear down but had already shut the master off and I touched briefly on the runway, gear up, but after the first bounce I turned the master on and put the gear down but was unable to stop and went off the east end of the strip. As I exited the runway I selected the gear up to save it from the rough terrain and I slid to a stop off the end of runway. The forced landing was affected by the following factors: strong wind at ground level opposite direction from what I had understood center to inform me and had planned for. My preoccupation with getting a phone number from center to call after landing. My preoccupation with getting the call sign of an overhead air carrier to relay to center about my success of the landing attempt. My being unfamiliar with the runway condition (weeds growing up through it). Note: minor damage seems to have occurred to the belly of the airplane.
Original NASA ASRS Text
Title: EMER FORCED LNDG AT PVT STRIP MANDATED BY ACFT EQUIP PROB MALFUNCTION. LNDG OVERSHOT.
Narrative: WHILE ON A XCOUNTRY FLT, I HAD LEVELED AT 17000 FT MSL. APPROX 40 MINS AFTER DEP FROM ABQ, I EXPERIENCED LOSS OF VACUUM. SHORTLY (WITHIN 2 MINS) I HAD A LOSS OF MANIFOLD PRESSURE 26.5 INCHES DOWN TO 20 INCHES FOLLOWED IMMEDIATELY BY A DECLINE IN ENG OIL PRESSURE, FUEL FLOW AND TURBINE INLET TEMP READINGS. I CALLED ZAB AND ASKED FOR THE NEAREST ARPT AND IMMEDIATELY WENT THROUGH THE CHKLIST FOR THIS SEQUENCE OF EVENTS. I WAS DIRECTED TO A PVT AIRSTRIP AND GIVEN THE NEAREST ARPT WIND AND UNDERSTOOD IT TO BE LIGHT OUT OF THE E. I EXPERIENCED TOTAL LOSS OF OIL PRESSURE AND TOTAL LOSS OF PWR WITHIN A FEW MINS OF FIRST CALLING CTR. WHEN I SET UP FOR BEST GLIDE SPD, I WAS ABLE TO MAKE IT TO THE LNDG STRIP LOCATED IN A REMOTE AREA. I DECIDED, DUE TO RPTED WIND AND THE CONFIGN OF THE STRIP, TO LAND TO THE E AND WAS COMMITTED TO DO SO. I DECIDED TO HOLD THE GEAR UP TILL SHORT FINAL TO BE SURE I WOULD MAKE THE RWY. AT A LOW ALT I NOTICED THE WIND SEEMED VERY STRONG AND OUT OF THE W GIVING ME A TAILWIND AND I ALSO WAS A LITTLE TOO FAST. I SELECTED GEAR DOWN BUT HAD ALREADY SHUT THE MASTER OFF AND I TOUCHED BRIEFLY ON THE RWY, GEAR UP, BUT AFTER THE FIRST BOUNCE I TURNED THE MASTER ON AND PUT THE GEAR DOWN BUT WAS UNABLE TO STOP AND WENT OFF THE E END OF THE STRIP. AS I EXITED THE RWY I SELECTED THE GEAR UP TO SAVE IT FROM THE ROUGH TERRAIN AND I SLID TO A STOP OFF THE END OF RWY. THE FORCED LNDG WAS AFFECTED BY THE FOLLOWING FACTORS: STRONG WIND AT GND LEVEL OPPOSITE DIRECTION FROM WHAT I HAD UNDERSTOOD CTR TO INFORM ME AND HAD PLANNED FOR. MY PREOCCUPATION WITH GETTING A PHONE NUMBER FROM CTR TO CALL AFTER LNDG. MY PREOCCUPATION WITH GETTING THE CALL SIGN OF AN OVERHEAD ACR TO RELAY TO CTR ABOUT MY SUCCESS OF THE LNDG ATTEMPT. MY BEING UNFAMILIAR WITH THE RWY CONDITION (WEEDS GROWING UP THROUGH IT). NOTE: MINOR DAMAGE SEEMS TO HAVE OCCURRED TO THE BELLY OF THE AIRPLANE.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.