Propeller Strike on a Grass Strip
You are landing a Cessna 172 on a grass strip. The touchdown is firm, the aircraft bounces, and the propeller strikes the ground. The engine stops immediately. You and your passenger are uninjured, but the propeller tips are visibly bent and there is a smell of hot metal. The aircraft is 25 nm from your home base, where your licensed engineer works. The strip is private and has no maintenance facilities. You want to restart the engine, taxy to the side, and fly the aircraft back for inspection because the damage looks 'only cosmetic'. The aircraft has a current maintenance release, and you have a current medical and flight review. The weather is fine and the strip is dry. Another pilot tells you that a propeller strike is 'just an incident' and that you can probably ferry it under a special flight permit.
1. Is this an accident or an incident under New Zealand law? What must you do?
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Under Part 12 and the TAIC Act, an accident includes an occurrence where the aircraft sustains damage that adversely affects its performance or flight characteristics and would normally require major repair. A propeller strike with possible engine shock load is not cosmetic: the engine can have internal damage, the propeller is out of balance, and the airframe may have hidden damage. Treat it as an accident. Notify CAA and TAIC as soon as practicable, preserve the scene and evidence, and do not fly the aircraft. If the pilot or passenger had been seriously injured, that would also make it an accident. Do not restart the engine except to prevent danger, and follow the engineer's advice.
2. Can you ferry the aircraft back to base without an inspection?
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No. The aircraft is unairworthy until inspected and repaired. A special flight permit is not a pilot's field decision; it requires CAA approval and an engineer's assessment. Restarting the engine could cause further damage and is a safety risk. Arrange ground transport for the passengers and a licensed engineer to inspect on site. If a ferry permit is later issued, it will specify conditions.
The pilot's responsibility is not to fly an aircraft with known damage. The fact that the engineer is only 25 nm away does not justify a flight; the aircraft can be moved by road or inspected where it stands. The other pilot's comment that it is 'just an incident' is not a legal determination and should not be relied on.
3. What records and reports follow the event?
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Enter the damage in the aircraft logbook, obtain a maintenance release after repair, and complete the CAA occurrence report and TAIC notification. Notify the insurer. Keep the damaged parts for inspection. If the passenger's injury later proves more serious, update the report. The pilot should also reflect on the landing technique and consider additional training.
The event is a good example of the difference between minor damage and substantial damage. A bent propeller tip may look small, but the associated shock load can affect the engine and airframe. The report should state the facts, the damage found and the actions taken. Cooperation with the investigation and honest reporting are part of the pilot's operational responsibilities.