# Incident 20150626012089I: Lancair Company LC-40-550FG, Long Beach, CA, June 26, 2015

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 26, 2015, 19:50 local time
- Place: Long Beach, CA
- Airport: Long Beach /Daugherty Field/
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 33.7670° N, 118.1892° W: Placed by OpenAirDocs: center of Long Beach, CA, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=33.7670&lon=-118.1892&mi=10
- Aircraft: N1KV, registered now (https://openairdocs.org/aircraft/N1KV) (OpenAirDocs)
- Registry model: Lancair LC-40-550FG (registry code 5150000, https://openairdocs.org/model/lancair-lc-40-550fg) (OpenAirDocs)
- Registry engine: Continental IO-550 series (registry code 17042, https://openairdocs.org/engine/continental-io-550-series) (OpenAirDocs)
- Reported make and model: LANCAIR COMPANY LC-40-550FG
- Reported engine: CONT MOTOR IO-550 SERIES
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 437 total, 88 in this make and model, 38 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20150626012089I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

THE PILOT STATED HE WAS CONDUCTING TOUCH AND GO PROCEDURES AT LGB AND HAD NOT NOTICED ANYTHING WRONG WITH THE AIRCRAFT ON PREVIOUS LANDINGS. FLYING UNDER CALM WINDS AND VMC, HE WAS CLEARED TO LAND RUNWAY 25L AND CONFIGURED THE AIRCRAFT FOR LANDING. THE PILOT STATED HIS TOUCHDOWN SPEED WAS 78 KNOTS AND WAS DEAD CENTER ON THE RUNWAY. THE MAIN WHEELS TOUCHED AND AS THE NOSE WAS LOWERED, HE NOTICED THE AIRCRAFT ATTITUDE WAS LOWER THAN NORMAL AND PULLED THE MIXTURE CONTROL TO CUT BACK ON POWER. HE STATED OUT LOUD TO THE CO-PILOT THEY WERE GOING TO HAVE A PROP STRIKE.

THE FOUR 3/8 INCH BOLTS WHICH SECURE THE NOSE WHEEL FORK ASSEMBLY TO THE STRUT WERE STRIPPED THROUGH THE NUT PLATES. TWO OF THE BOLTS WERE BENT AND ALL FOUR HAD EVIDENCE OF ASPHALT SCORING. THE SPACER THAT GOES BETWEEN THE TOP OF THE FORK AND BOTTOM OF THE NOSE STRUT SHOWED ASPHALT SCORING BUT WAS WORN MORE ON THE LEFT SIDE THAN THE RIGHT, INDICATING A SIDEWARD UNEVEN LOAD GRINDING. ON TOP OF THE NOSE WHEEL FORK, THE AFT RIGHT BOLT HOLE WAS GOUGED AND WORN AT AN ANGLE INDICATING A SIDEWARD LOAD APPLIED TO THE WHEEL ASSEMBLY.

JULY 14, 2015 A CONFERENCE CALL WAS HELD WITH A CESSNA FIELD SERVICE REPRESENTATIVE. HE STATED THE LANDING GEAR DESIGN IS ADEQUATE BUT IS NOT DESIGNED FOR ABUSIVE, HARD, CROSS LOAD ANGLE OR AGGRESSIVE HIGH SPEED LANDINGS.

AS A RESULT OF THIS INVESTIGATION, IT APPEARS THE AIRCRAFT EXPERIENCED A HARD CRAB ANGLE LANDING WITH THE NOSE WHEEL CONTACTING THE RUNWAY AT A RIGHT TO LEFT ANGLE, STRIPPING THE ATTACHMENT HARDWARE FROM THE NOSE WHEEL ASSEMBLY, CAUSING THE NOSE WHEEL ASSEMBLY TO SEPARATE FROM THE AIRCRAFT.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft 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. For accidents, the NTSB's own investigation is the fuller record.

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