Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Textron Aviation; Wichita, Kansas
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Docket And Docket Items - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N381MB
NTSB Identification: ERA16LA058
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 17, 2015 in Sanford, FL
Probable Cause Approval Date: 05/23/2017
Aircraft: CESSNA R182, registration: N381MB
Injuries: 2 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The private pilot and his instructor were performing practice takeoffs and landings. Following an uneventful short field takeoff and landing, the pilot set up for a short field touch-and-go landing. After a "normal" touchdown and before the application of full power, the instructor noted a "shudder" and "nose wheel shimmy," and the nose landing gear collapsed. The propeller struck the paved surface of the runway and the airplane came to a stop. Postaccident examination of the nose gear revealed that its actuator remained secured to the drag attachment fitting and that the nose landing gear was in the "down and locked" position. The drag attachment fitting was separated from the airframe. Subsequent examination revealed that the rivets that secured the drag attachment fitting to the airframe were sheared in overload. The shear loads were in the forward direction, which was inconsistent with the loads typically encountered during landing, suggesting that the damage predated the accident flight. The operator was not aware of any recent damage to the airplane; however, it had been recently rented for an extended period of time.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A collapse of the nose landing gear due to a separation of the drag attachment fitting from the airframe. The separation was likely due to preexisting damage from an undetermined event.
On October 17, 2015, about 1115 eastern daylight time, a Cessna R182, N381MB, was substantially damaged during a touch-and-go landing at Orlando Sanford International Airport (SFB), Sanford, Florida. The private pilot and a flight instructor were not injured. The airplane was privately owned and operated under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Day, visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated at SFB about 1100.
The flight instructor reported that he was scheduled with his private pilot-rated student for one hour of practice landings. The pilot performed the pre-flight inspection with no anomalies noted. Following an uneventful short field takeoff and landing, the pilot set up for a short field touch-and-go landing. The approach was normal and the landing gear indicated down and locked. After a normal touchdown, the pilot configured the airplane for the takeoff. Just prior to the application of full power, the instructor noted a "shudder" and "nose wheel shimmy" and then the nose gear collapsed. The propeller struck the paved surface of the runway and the airplane came to a stop. After securing the engine other systems, the pilots exited the airplane and waited for emergency personnel to arrive.
Inspectors with the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. They observed structural damage to fuselage, adjacent to the nose gear attachment point. The nose gear actuator was in the down and locked position and connected to the nose gear drag attachment fitting, part number 2243009-1. The nose gear drag attachment fitting was not accessible for further examination. The inspectors also reported that the airplane had been rented for an extended period since its most recent 100-hour inspection; however, the operator was not aware of any recent damage to the airplane.
Subsequent to the FAA inspector's examination of the airframe, the purchaser of the wreckage removed the nose gear drag attachment fitting and photographed it at the request of the NTSB investigator-in-charge. The photographs were then provided to Textron Aviation for their examination. According to the aircraft manufacturer's representative, the rivets that attached the drag attachment fitting to the airframe appeared to be sheared from overload. The shear loads also appeared to be in the forward direction relative to the airplane. This type of damage was consistent with an abrupt force in the forward direction.
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