From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.
What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) The investigation showed that the connecting bolt to the nose torque link lost the bolt. The nut came loose causing failure of the gear to retract. It is suspected that a cotter key was not properly installed on the nut/bolt fastener. Since the aircraft was a new acquisition and over 50 hours out of annual inspection, and had accomplished several take-offs and landings it could not be proven when, where or if the cotter key was either not installed or removed. There was not enough evidence to warrant an eir. The maintenance facility was counseled on the importance of visual preflight on aircraft prior to return to service.
As the FAA filed it
(-23) THE INVESTIGATION SHOWED THAT THE CONNECTING BOLT TO THE NOSE TORQUE LINK LOST THE BOLT. THE NUT CAME LOOSE CAUSING FAILURE OF THE GEAR TO RETRACT. IT IS SUSPECTED THAT A COTTER KEY WAS NOT PROPERLY INSTALLED ON THE NUT/BOLT FASTENER. SINCE THE AIRCRAFT WAS A NEW ACQUISITION AND OVER 50 HOURS OUT OF ANNUAL INSPECTION, AND HAD ACCOMPLISHED SEVERAL TAKE-OFFS AND LANDINGS IT COULD NOT BE PROVEN WHEN, WHERE OR IF THE COTTER KEY WAS EITHER NOT INSTALLED OR REMOVED. THERE WAS NOT ENOUGH EVIDENCE TO WARRANT AN EIR. THE MAINTENANCE FACILITY WAS COUNSELED ON THE IMPORTANCE OF VISUAL PREFLIGHT ON AIRCRAFT PRIOR TO RETURN TO SERVICE.
Other reports on N550AM · 4
Matched to the same aircraft by N-number and date.