# NTSB ERA12LA287: Piper PA-20, N7001K, Cross Keys, NJ, April 13, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 13, 2012, 14:18 local (18:18 UTC) - Place: Cross Keys, NJ - Coordinates: 40.299049, -74.520561 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.2990&lon=-74.5206&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 13, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 83406 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA287 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83406/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83406 - Page: https://openairdocs.org/ntsb/ERA12LA287 ## Probable cause The pilot's failure to maintain control of the airplane during landing, which resulted in the overstress and subsequent failure of the right main landing gear assembly. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Piper PA-20, 4 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=7102002), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) - [Landing gear system: main gear strut/axle/truck](https://openairdocs.org/ntsb-findings/01023213): Aircraft › Aircraft systems · Capability exceeded (probable cause); cases with it: [Piper PA-20, 1 case](https://openairdocs.org/ntsb-findings/01023213/cases.md?model=7102002), [All aircraft, 86 cases](https://openairdocs.org/ntsb-findings/01023213/cases.md) - [Landing gear system: main landing gear](https://openairdocs.org/ntsb-findings/01023210): Aircraft › Aircraft systems · Failure (probable cause); cases with it: [Piper PA-20, 1 case](https://openairdocs.org/ntsb-findings/01023210/cases.md?model=7102002), [All aircraft, 241 cases](https://openairdocs.org/ntsb-findings/01023210/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-20, 25 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7102002), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [Piper PA-20, 21 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=7102002), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Dragged wing/rotor/float/other](https://openairdocs.org/ntsb-events/093); cases with it: [Piper PA-20, 2 cases](https://openairdocs.org/ntsb-events/093/sequence.md?model=7102002), [All aircraft, 319 cases](https://openairdocs.org/ntsb-events/093/sequence.md) - [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094) (defining event); cases with it: [Piper PA-20, 3 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=7102002), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Piper PA-20, 9 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=7102002), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis According to the pilot, minimal wind correction was required while on the final leg of the approach. Airport surveillance camera footage indicated that the airplane landed and veered several times left and right before departing the left side of the runway, where it came to rest. Rubber tire marks were evident on the runway near the airplane’s touch down point. Farther down the runway, a single rubber tire mark and wing paint transfer were observed, beginning left of the runway centerline and continuing onto the intersecting taxiway, near where the airplane came to rest. Postaccident examination revealed that the right main landing gear failed during the landing. Although internal corrosion of the landing gear was noted, a detailed examination of the failed landing gear revealed no corrosion associated with the overstress fracture surfaces. Although major repairs were performed on the landing gear assembly about 43 years before the accident, there was no indication that those repairs contributed to the accident. Based on physical and security camera evidence, it is likely that upon landing, the pilot placed a sideload on the landing gear, tried to realign with the runway centerline, but overcorrected and subsequently lost control. ## Factual narrative On April 13, 2012, about 1418 eastern daylight time, a Piper PA-20, N7001K, was substantially damaged when the right main landing gear collapsed during landing at Cross Keys Airport (17N), Cross Keys, New Jersey. The certificated commercial pilot was not injured. The airplane was registered to, and operated by, Jersey Devil Dusters, LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan had been filed. The flight departed from the Flying W Airport (N14), Lumberton, New Jersey about 1400. According to the pilot, while on right downwind for runway 9, he observed the windsock indicate that there would be a quartering headwind condition on the final leg of the approach. While on final approach, the pilot further reported that minimal amount of wind correction was required to maintain alignment with the centerline of the runway. During the landing roll, at a slow airspeed, the right wing dropped, and the airplane subsequently came to rest. Security camera video at the airport, located about midfield and approximately 60 feet from the left edge of the landing runway, revealed that about 1406 the airplane was on the final leg of the approach. As the airplane crossed over a line of trees, about 700 feet prior to the runway threshold, the wings were observed rocking to the left and then to the right, which continued intermittently and was more apparent over the runway threshold. The airplane touched down on the main landing gear about 900 feet past the threshold. Upon touchdown, the airplane veered slightly to the left, then to the right, and then back to the left; however, the main landing gear remained within the vicinity of the runway centerline after touchdown. Another security camera, located near the fixed base operator, recorded the airplane land, as the other camera had captured, and then veer to the right. The left wing lifted and the airplane turned to the left in a right-wing-down attitude before exiting the side of the runway, where it came to rest in a right wing down attitude. Initial examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the right main landing gear attach point and the adjacent fuselage structure. Photographs provided by the FAA revealed marks similar to a rubber tire marks on the runway looking back towards the runway threshold. Another photograph, looking down the runway in the direction of travel, revealed a tire mark and wing paint transfer beginning to the left of the runway centerline and continuing onto the intersecting taxiway. The rubber mark was consistent in dimension until approximately 15 feet from the runway edge at which point the tire witness marks revealed uneven tire movement. The right main landing gear was removed and sent to the NTSB Materials Laboratory for further examination. The assembly was received with the tire partially on the rim; however, theouter bead portion of the wheel was not received. Examination revealed clean, matte grey fracture surfaces oriented on slant planes through the tube walls at all fracture and partial fracture locations. The fractures were consistent with overstress separations and no corrosion was noted associated with any of the fractures. The pilot reported 980.2 hours of total flight experience, which included 28 hours in the accident airplane make and model. He further reported that the total time on the landing gear assembly was 1,433.1 total hours, and that it had been inspected 24 flight hours prior to the accident. According to the pilot and FAA records, the right main landing gear attach fittings, right lower longeron, and right landing gear had repairs accomplished in 1979. ## Aircraft - Registration: [N7001K](https://openairdocs.org/aircraft/N7001K), registered now, S/N 20-108, built 1950 (OpenAirDocs) - Reported make and model: PIPER PA-20 - Registry model: [Piper PA-20](https://openairdocs.org/model/piper-pa-20) (registry code 7102002) (OpenAirDocs) - Registry engine: [Lycoming 0-290 series](https://openairdocs.org/engine/lycoming-0-290-series) (registry code 41506, 4 cycle) (OpenAirDocs) - Category: Airplane - Serial number: 20-108 - Airframe hours: 2491 - Engines: LYCOMING O-290-D 125 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Jersey Devil Dusters LLC - Registered owner: Jersey Devil Dusters LLC - Airworthiness certificate: Unknown - Last inspection: Annual, March 26, 2012 - Departed: N14, Medford, NJ - Destination: 17N, Cross Keys, NJ - Airport: 17N, Cross Keys Airport, runway 09, 3,500 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 20; injuries: none; commercial; airplane ratings: single-engine land; medical: class 1, without waivers/limitations; last flight review May 31, 2010; seat: left; flight hours: 980 total, 28 in this make and model, 862 as pilot in command, 57 in the last 90 days, 56 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 10 knots, gusting 14 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 28 °F - Altimeter: 30.21 inHg - Observed at: PHL, 13 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20120413006389A](https://openairdocs.org/incident/20120413006389A), Apr 13, 2012: Piper PA-20, Williamstown, NJ, Substantial damage. Aircraft touched down on runway 9. The aircraft drifted right due to the crosswind. The pilot corrected left and the right main landing gear collapsed. The… ## Other investigations on N7001K (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW70D0239](https://openairdocs.org/ntsb/FTW70D0239), Aug 24, 1969: Piper PA-20 (N7001K), Nacogdoches, TX, substantial damage ## Docket (10 files) The files NTSB released with the investigation on January 25, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83406. 11.8 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367111&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Memorandum for Record - Phone Interview with Pilot (item 2, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375946&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Phone%20Interview%20with%20Pilot-Master.PDF - Materials Laboratory 15 - Factual Report 12-050 (2 images) (item 3, .PDF, 562 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367359&FileExtension=.PDF&FileName=Materials%20Laboratory%2015%20-%20Factual%20Report%2012-050%20(2%20images)-Master.PDF - Weather (item 4, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367174&FileExtension=.PDF&FileName=Weather-Master.PDF - FAA Form 337 for Landing Gear Repair - 1979 (item 5, .PDF, 893 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375300&FileExtension=.PDF&FileName=FAA%20Form%20337%20for%20Landing%20Gear%20Repair%20-%201979-Redacted.PDF - Airport Security Video (item 6, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375938&FileExtension=.PDF&FileName=Airport%20Security%20Video-Master.PDF - Part Return Form - Materials Laboratory (1 Embedded Photo) (item 7, .PDF, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375939&FileExtension=.PDF&FileName=Part%20Return%20Form%20-%20Materials%20Laboratory%20(1%20Embedded%20Photo)-Redacted.PDF - Photo 1: Airplane At Rest (Courtesy of the FAA) (item 8, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367177&FileExtension=.PDF&FileName=Photo%201%3A%20Airplane%20At%20Rest%20(Courtesy%20of%20the%20FAA)-Master.PDF - Photo 2: Right Main Landing Gear as Found (Courtesy of the FAA) (item 9, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367178&FileExtension=.PDF&FileName=Photo%202%3A%20Right%20Main%20Landing%20Gear%20as%20Found%20(Courtesy%20of%20the%20FAA)-Master.PDF - Photo 3: Tire Mark on Runway (Courtesy of the FAA) (item 10, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40375297&FileExtension=.PDF&FileName=Photo%203%3A%20Tire%20Mark%20on%20Runway%20(Courtesy%20of%20the%20FAA)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.