On September 5, 2004, at 1700 eastern daylight time, a Schweizer G-164B, N7501H, was substantially damaged during landing at the Penn Yan Airport (PEO), Penn Yan, New York. The certificated airline transport pilot was not injured. Visual meteorological conditions prevailed for the ferry flight that originated at the Clermont County Airport, Batavia, Ohio (I69), at 1515. No flight plan was filed for the flight conducted under 14 CFR Part 91.

In a written statement, the pilot said that he landed on runway 28 at Penn Yan and applied reverse thrust to slow the airplane. At that time, the airplane yawed left, and the right main landing gear wheel and tire separated from the gear. The airplane continued on the right main landing gear strut until it departed the right side of the runway.

When the airplane departed the landing surface, the right gear strut dug into the ground and separated from the airplane. The right wing and the propeller struck the ground and the airplane came to rest on the runway with the nose over the grass apron.

The airplane was examined at the scene by a Federal Aviation Administration (FAA) aviation safety inspector. According to the inspector, the right main landing gear tire was still mounted to the rim and fully inflated; however, the center hub section of the wheel was "gone".

The pilot reported 4,000 hours of flight experience; 2,400 in single-engine airplanes and 8 hours in make and model.

In a written statement, the owner/operator of the airplane said that he had 5,000 hours of flight experience in this make and model airplane, and 700 hours in the model with this specific engine conversion. He explained that when the propeller was reversed during the landing roll, it was "normal" for the airplane to yaw to the left. If the propeller reversal was done at a higher ground speed, the yaw was more pronounced. The owner said that application of full right rudder was required to compensate for the yaw during propeller reversal in order to maintain directional control.

The wheel, and broken pieces associated with the wheel, were recovered and forwarded to the Safety Board's Materials Laboratory in Washington, DC, for examination. According to the Safety Board's Materials Laboratory factual report, the appearance of the fracture surfaces was consistent with overstress fracture, with no evidence of a preexisting crack.

The weather reported at the Penn Yan Airport, at 1653, was clear skies with 5 miles visibility in haze. The wind was from 190 degrees at 7 knots. The temperature was 79 degrees Fahrenheit, the dew point 70 degrees Fahrenheit, and the barometric pressure was 30.25 inches of mercury.

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