On July 4, 1996, at 1155 eastern daylight time, a Taylorcraft F-19, N2004A, veered off the runway and collided with a parked airplane during landing at Freeway Airport, in Mitchellville, Maryland. The pilot and the one passenger were not injured. The airplane sustained substantial damage. Visual meteorological conditions prevailed, and a flight plan was not filed. The personal flight was conducted under 14 CFR Part 91. The flight originated from Mitchellville, Maryland, exact time unknown.

The pilot reported that prior to arriving at Mitchellville, he had completed 3 full stop landings successfully at Kentmoor Airpark, and Bay Bridge Airport. He stated that he completed one full stop landing at Mitchellville satisfactorily, and the accident occurred during the second landing at that airport. He stated that "...the touchdown was normal for the wind conditions. As the landing roll-out continued the aircraft weather vaned into the wind (to the left) about 3/4 of the way down the runway, proceeded on a heading of approximately 310 degrees and came to a stop after contacting the left wing strut of a Cessna 182...a strong attempt was being made to regain directional control and stop the aircraft with the wheel brakes...."

The pilot reported that he had 2 hours of flight time in the accident aircraft, and that there was no preimpact mechanical malfunction. He also stated that he had received a weather briefing, which included the wind condition information.

According to a weather observation taken at the Baltimore Washington International Airport, at 1154, the wind out of 290 degrees at 14 knots gusting to 20 knots. Baltimore Washington International Airport is located 15 nautical miles north-northeast of the accident site. The pilot's written report indicated that he used runway 18 for landing. The Federal Aviation Administration (FAA) Flight Training Handbook states: " Though it is characteristic of most airplanes,...weathervaning tendency is more prevalent in the tailwheel-type [airplane] because the airplane's surface area behind the main landing gear is greater than in nosewheel-type airplanes." The FAA Flight Training Handbook further stated: "The greater the crosswind component the more difficult it is to prevent weathervaning." A copy of the FAA Flight Training Handbook Crosswind Component Chart, is appended.

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