Amateur-built CUB N22NK accident near Deland, Florida

Probable cause

The pilot’s failure to maintain directional control during landing.

NTSB analysis

The pilot earlier that day he had performed a total of six landings equally divided at two separate airports in the tailwheel-equipped airplane with no issues reported. After the last landing he returned to the original departure airport. Prior to entering the airport traffic pattern he listened to the automated weather observing system. Although he recalled the wind being from 250° at 7 knots, a surface weather observation taken about 4 minutes before the accident reported the wind from 200° at 7 knots. While on approach to runway 23 with crosswind correction consisting of right aileron and left rudder inputs, the airplane touched down and bounced no more than a few inches. He maintained full aft control stick and right aileron, and the airplane’s nose yawed left. He applied left aileron and right rudder for what he thought was the new wind direction but when the yaw continued, he added power to regain control without getting airborne. The airplane departed the left side of the runway and after regaining control he reduced power. While on the ground the outer portion of the left horizontal stabilizer impacted a runway identification sign. He brought the airplane to a stop, then after recognizing no engine or flight control issues existed, taxied to a non-movement area on the airport. The pilot stated that there was no preimpact failure or malfunction of the flight controls.

Postaccident inspection of the airplane revealed substantial damage to aft empennage tubing on the right side of the airplane. Inspection of the tailwheel assembly by an airframe and powerplant mechanic revealed no evidence of preimpact failure or malfunction.

Although 1-minute Automated Weather Observing Systems (AWOS) observations were not archived, a review of 5-minute archived AWOS observations revealed that about 37 seconds after the accident and 6 minutes after the accident, the wind was from 200° at 4 kts and 170° at 5 kts, respectively. Thus, it is likely that a left crosswind existed during the accident approach and landing, and there was no wind shift.

Text from the NTSB. Open the NTSB docket for ERA24LA345 for the full record.