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Cessna pilot reports veering to the right after nose wheel touch down and successfully executing a go around. Landing gear and the propeller make contact with objects during the maneuver.
| Attributes | |
| ACN | 901655 |
| Time | |
| Date | 201007 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | OSH.Airport |
| State Reference | WI |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Cessna Single Piston Undifferentiated or Other Model |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Landing |
| Route In Use | Visual Approach |
| Flight Plan | None |
| Person 1 | |
| Function | Pilot Flying Single Pilot |
| Qualification | Flight Crew Instrument Flight Crew Private |
| Experience | Flight Crew Last 90 Days 42 Flight Crew Total 1100 Flight Crew Type 850 |
| Events | |
| Anomaly | Ground Event / Encounter Ground Strike - Aircraft Inflight Event / Encounter Loss Of Aircraft Control |
Narrative:
Situation developed landing osh during an air show. During fisk approach ATC did not identify my aircraft by the time I was overhead fisk; so I called ATC passing over fisk and was assigned 90 heading for approach to runways 36L/right. (36R is a converted taxiway for the air show event). I noted a low wing piston aircraft already assigned the same approach approximately 1/2 mile ahead. [I] switched to tower frequency. Tower cleared low wing piston ahead to land 36R; and instructed me to follow. Tower cleared both aircraft to land 36R at intersection 3. Wind was 210 at 3 KTS. I acknowledged all clearances by rocking wings. I was concerned that my landing clearance would allow insufficient runway separation; but I accepted the clearance. We maintained visual contact with the aircraft ahead throughout the landing. Main gear touchdown was normal with the aircraft on and tracking the centerline and nose wheel touchdown was normal as my aircraft began to decelerate. However; immediately after nose wheel touchdown my aircraft suddenly veered sharply right. (Reason unknown: possibilities include influence of left quartering tailwind that was 3 KTS or less; improper pilot control inputs; mechanical issues with nose wheel steering or brakes -- brakes had been repaired the previous week during the aircraft annual inspection -- or prop or jet blast from aircraft on crossing taxiway.) as soon as the aircraft veered right; I executed a go-around. Sometime during the go-around the prop struck an unknown object. Subsequent damage included both prop leading edges and dents in the nose wheel fairing; aircraft belly skin; left main landing gear fairing; and left horizontal stab tip. Go around was uneventful and the subsequent landing on 36L was also normal. However; a very serious concern during go-around was our close proximity to the aircraft that had landed on the runway ahead. My most significant error was to accept approach and landing clearances that I was concerned provided insufficient separation from the traffic ahead. I do not know whether this error contributed to the control problem on the runway. It certainly elevated the risk of a mishap during the go-around. I should have trusted my judgment and refused the landing clearance and the approach clearance.
Original NASA ASRS Text
Title: Cessna pilot reports veering to the right after nose wheel touch down and successfully executing a go around. Landing gear and the propeller make contact with objects during the maneuver.
Narrative: Situation developed landing OSH during an air show. During FISK Approach ATC did not identify my aircraft by the time I was overhead FISK; so I called ATC passing over FISK and was assigned 90 heading for approach to Runways 36L/R. (36R is a converted taxiway for the air show event). I noted a low wing piston aircraft already assigned the same approach approximately 1/2 mile ahead. [I] switched to Tower frequency. Tower cleared low wing piston ahead to land 36R; and instructed me to follow. Tower cleared both aircraft to land 36R at Intersection 3. Wind was 210 at 3 KTS. I acknowledged all clearances by rocking wings. I was concerned that my landing clearance would allow insufficient runway separation; but I accepted the clearance. We maintained visual contact with the aircraft ahead throughout the landing. Main gear touchdown was normal with the aircraft on and tracking the centerline and nose wheel touchdown was normal as my aircraft began to decelerate. However; immediately after nose wheel touchdown my aircraft suddenly veered sharply right. (Reason unknown: Possibilities include influence of left quartering tailwind that was 3 KTS or less; improper pilot control inputs; mechanical issues with nose wheel steering or brakes -- brakes had been repaired the previous week during the aircraft annual inspection -- or prop or jet blast from aircraft on crossing taxiway.) As soon as the aircraft veered right; I executed a go-around. Sometime during the go-around the prop struck an unknown object. Subsequent damage included both prop leading edges and dents in the nose wheel fairing; aircraft belly skin; left main landing gear fairing; and left horizontal stab tip. Go around was uneventful and the subsequent landing on 36L was also normal. However; a very serious concern during go-around was our close proximity to the aircraft that had landed on the runway ahead. My most significant error was to accept approach and landing clearances that I was concerned provided insufficient separation from the traffic ahead. I do not know whether this error contributed to the control problem on the runway. It certainly elevated the risk of a mishap during the go-around. I should have trusted my judgment and refused the landing clearance and the approach clearance.
Data retrieved from NASA's ASRS site as of April 2012 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.