Automatic Dependent Surveillance-Broadcast (ADS-B) data provided by the FAA revealed that the Piper PA-32-260 departed Sebastian Municipal Airport (X26) in Florida about 1330 to the east and flew over the coast of Florida for about an hour.
During the flight, the pilot flew north and south along the coastline about 4,000 feet mean sea level (MSL), then performed several turns, climbs, and descents before returning inland, where he conducted several other maneuvers before returning to the airport. He entered a 5-nautical mile straight-in approach to Runway 10, a 3,199-foot-long paved runway.
Several witnesses located in the skydive drop zone about 600 feet from the approach end of Runway 10 stated that the airplane was on final approach, appeared slower than normal, and the wings were wobbling as it approached.
As the airplane descended to the runway, it touched down hard before bouncing back into the air and displayed a nose-up attitude. There was a simultaneous rapid increase in engine power. The left wing then dropped, and the airplane rolled to the left and descended. The left wing hit the ground off the side of the runway and cartwheeled about 75 feet before the airplane came to rest.
The airplane came to rest inverted on the left (pilot’s) side of the fuselage on level terrain north of the runway at an elevation of 22 feet MSL. The wreckage path was oriented on a heading of 345° magnetic and ground scars at the initial impact point contained red position light glass and portions of the auxiliary fuel tank.
During the crash, the left wing sheared off and the propeller struck the ground, creating 6-inch-deep symmetrical gouges in the soil. The left wing was located next to the engine compartment. Its fuel tank contained about 15 gallons of aviation fuel.
The right wing, which was fractured at the wing root and was laying over the underside of the airplane supported by cables and fuel lines, contained about 15 gallons of aviation fuel.
The fuel selector, which was found in the right main tank position, was manipulated by hand and showed no evidence of anomaly.
Flight control continuity was established from all primary flight control surfaces to the main cabin area; the left aileron cables were separated and displayed evidence of overload failure. The stabilator trim jackscrew measured 1 inch, consistent with a neutral to nose-up trim position. The flap handle and corresponding flap actuators were in the fully extended position.
The pilot’s seatbelts and shoulder harness were cleanly cut, indicating that the pilot was wearing the harnesses. This was corroborated by fire rescue personnel. The belt buckle operated as designed.
The forward fuselage was buckled and crumpled in several areas but remained mostly intact from the right side of the cockpit and aft to the empennage. The most severe damage was to the left side of the forward cockpit.
The engine compartment was compromised by impact forces, displacing the engine and propeller slightly. Examination of the cockpit revealed that all engine and propeller controls were in the full forward position.
The propeller hub remained attached to the flange and both blades were damaged. Both “A” and “B” propeller blades showed evidence of abrasive polishing on the outer 12 inches of blade tip. The A blade contained a compound bend and twist and bending in the opposite direction of rotation. There was also a buckling wave bend on the trailing edge.
The pilot held an FAA first class medical certificate issued March 8, 2023. Review of his logbook revealed about 606 hours total flight experience and 105 hours in the accident airplane. His most recent flight review was completed on Feb. 12, 2020. The pilot averaged about four flights a month at 1.2 hours per flight average in the 12 months before the accident.
Probable Cause: The pilot’s failure to maintain airplane control during recovery from a bounced landing, which resulted in the exceedance of the airplane’s critical angle of attack and an aerodynamic stall.
NTSB Identification: 107025
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This April 2023 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
