CEN16LA192

The private pilot was completing a personal cross-country flight. After flying a visual pattern, the pilot conducted a night landing to the 5,003-ft-long asphalt runway. During the landing roll, the airplane began to shake and veered left. The pilot applied right rudder but was unable to stop the left turn, and the airplane departed the runway surface. Examination of the airframe, nose strut assembly, and tires revealed no evidence of malfunctions or failures that would have precluded normal operation. The pilot reported that he had noticed the airplane shaking on previous landings and that he should have applied more back-elevator control during the landing roll. The pilot's insufficient use of elevator control likely caused the airplane to wheelbarrow and led to the loss of directional control.

On May 15, 2016, about 2100 central daylight time, a Cessna T206H airplane, N80TK, was substantially damaged while landing at False River Regional Airport (HZR), New Roads, Louisiana. The pilot and two passengers were not injured. The airplane was registered to and operated by Los Cazadores Aviation LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed for the flight, with no flight plan filed. The flight departed Jackson County Airport (JCA), Jefferson, Georgia, about 1700. The pilot stated he entered the HZR traffic pattern and selected 10 degrees of flaps. After lining up on final approach to runway 18, he selected an additional 10 degrees of flaps. After touchdown on the 5,003 x 75 ft asphalt runway, the pilot noticed the airplane shake and veer to the left. The pilot applied right rudder, but was unable to stop the left turn. The airplane subsequently departed the runway surface, substantially damaging the right wing and firewall. Examination of the airplane by a FAA inspector revealed the nose tire was correctly inflated, with no indication of wear, cuts, or bruises. The nose strut assembly was properly filled with hydraulic fluid and contained the correct air pressure (80 psi) when the strut was fully extended. No leaks of the nose strut assembly were observed and a steering continuity check was conducted, with no anomalies noted. Examination of the airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. At the time of the accident, the pilot's flight review was about four months overdue and his Class 3 medical certificate was expired by about eight months. The pilot stated the airplane had been shaking on previous landings and thought that if he had applied more back-elevator control the accident would probably not have occurred. According to the FAA 'Airplane Flying Handbook', "When a pilot permits the airplane weight to become concentrated about the nosewheel during the takeoff or landing roll, a condition known as wheelbarrowing will occur. Wheelbarrowing may cause loss of directional control during the landing roll because braking action is ineffective, and the airplane tends to swerve or pivot on the nosewheel. One of the most common causes of wheelbarrowing during the landing roll is a simultaneous touchdown of the main and nosewheel, with excessive speed, followed by application of forward pressure on the elevator control. Usually, the situation can be corrected by smoothly applying back-elevator pressure. However, if wheelbarrowing is encountered and runway and other conditions permit, it may be advisable to promptly initiate a go-around."