Aviation Safety Reporting System

I chose to go off the end of the runway/taxiway at that point and complete the stop in the grass area around the pavement. In exiting the pavement, I struck two lights with the left propeller.

The fuel was checked again and showed empty, in direct contradiction to what was shown earlier and later in the maintenance hangar (Full) on the fuel gauges.

After touchdown both brakes were applied evenly but the airplane veered to the right suddenly. The left brake pedal went all the way down to the floor and had no pressure. I asked my student in the left seat to help apply brakes but had the same result.

The airport manager notified us that the offending 172 was a student pilot with an instructor and they were on the incorrect frequency. Apparently, they never noticed the DC-3 on the opposite end of the runway.

The other pilot was at 7,500 feet headed directly for us and I believe the extra 300 feet saved us from a mid-air collision.

Looking at the opposite end of the runway as we are touching down, we see Aircraft Y on short final for the opposite runway.

On touchdown the engine failed completely, causing us to be unable to clear the runway without being towed. Maintenance found that this was due to a fuel servo failure causing the engine to be flooded with fuel and ultimately resulting in engine failure.

This incident highlights the importance of CFIs setting a good example in the air and on the ground. The pilot of the Pipistrel could have gone around early, made professional radio calls, and conducted a friendly debriefing on the ground.

The helicopter quickly began to move forward toward our location and within approximately 50 feet from our location the helicopter quickly turned right, narrowly missing us.