20010823023939A

(-23) On August 23, 2001, at approximately 1530 EDT, a Cessna 182R, N5419E, sustained substantial damage during landing rollout on runway 5 at the Elizabethtown airport (ekx), Elizabethtown, KY. The airplane was operated under day VFR, 14 CFR 91, by an appropriately rated pilot, who held an airline transport pilot certificate. The flight originated from fort knox (ftk) at about 1515 EDT with one passenger aboard. A written statement provided to the FAA iic revealed that the pilot found, during a review of the maintenance log, a "write-up" indicating that the right brake was inoperative. The pilot stated he had discussed this discrepancy with the maintenance officer of the local civil air patrol chapter. Nonetheless, the pilot, along with concurrence of the maintenance officer, made arrangements to have the aircraft brake repaired at Elizabethtown. Subsequently, the pilot stated that he completed and inspection of the right brake, which indicated an abnormal operation. However, according to the pilot there were no indications of fluid leakage or complete lack of brake operation. The pilot stated that he elected to make a no-flap landing on runway 5, believing that he could stop the aircraft on teh 5,000-foot long runway. Upon landing, the aircraft pulled to the left edge of the runway as it neared the end where proceeded down an embankment and rolled over inverted. There were no injuries to the pilot and passenger, nor was there a post-crash fire. Post accident examination of the right wheel brake indicated a "gouge" of about 1/16TH inch in the brake line near the b-nut fitting with the brake caliper. Evidence of hydraulic fluid residue (dry) was present in and around the right main landing gear flange; right main landing gear tube; right main landing gear caliper fairing, and inside the right main landing gear tube fairing. The brake was tested by rotating the wheel and application of pressure on the top right rudder pedal with no satisfactory operational results. The left wheel brake operated satisfactorily. Review of the maintenance records indicated that the right brake was recorded as "inoperative" on August 21, 2001. However, there was no evidence that indicated the discrepancy had been corrected. The aircraft received its last annual inspection on July 22, 2001. Additionally, maintenance personnel were questioned concerning the inspection of the brake system and components. Information gathered during the interview indicated that maintenance personnel failed to remove the landing gear fairing that would expose the brake line for a detailed inspection. Nearest weather reported at ft. knox (ftk), which is 12 miles north of the accident site, indicated at 1955 UTC 5,000 scattered, ceiling 20,000 broken, winds 350 degrees at 8 knots variable 300 to 010 degrees, visibility 7 statute miles, thunderstorms in the vicinity, altimeter 30.0 hg, remarks, thunderstorms 14 miles east, moving east and south. Accordingly, the pilot stated that prior to landing he had received the AWOS data that indicated the winds at ekx were 280 degrees at 10 knots. (.4) the civil air patrol (cap) pilot elected to make a flight with an inoperative right brake. He found that the brake was inoperative during his pre-flight inspection, from a write-up left by the previous pilot. He talked to the cap wing maintenance officer, and together they agreed that the pilot would ferry the airplane to another airport for maintenance. He departed without incident. In the landing pattern at the destination airport, the pil ot elected to land with a 10-knot quartering tailwind with no flaps. He was unable to stop the airplane on the 5,000-foot runway, and it ran off the departure end. The airplane went through a ditch, and came to rest inverted in a cornfield. An aluminum brake line attached to the right side tubular steel landing gear strut had chaffed against the aluminum covering over the strut, and developed a leak near the lower end of the strut. Dried hydraulic fluid was found inside the aluminum covering. The mechanic who performed the last inspection stated that he did not normally remove the aluminum fairings which were installed over the tubular steed landing gear strut.