ERA13LA049

The pilot lowered the landing gear during the approach and the three green landing gear indicator lights illuminated. About 500 to 600 feet after the airplane touched down, the pilot applied the brakes and the right main landing gear collapsed. An annual inspection, which involved servicing and inspecting the main landing gear, was completed 10 days before the accident. Due to the inaccessibility of the airplane, a postaccident examination of the landing gear was performed 8 months after the accident, at which time a mechanic placed the airplane on jacks, conducted an operational check of the landing gear, and examined the landing gear and its components for defects. The examination revealed evidence of corrosion, binding, and a lack of lubrication in the right main landing gear down-lock; however, the airplane was stored outside for 8 months after the accident, and it is possible that the corrosion and binding of the right main landing gear were the result of its exposure to the elements during that time.

On November 5, 2012, about 1150 eastern standard time, a Piper PA-28R-180, N4534J, was substantially damaged when the right main landing gear collapsed while landing at Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida. The commercial pilot and the passenger were not injured. Visual meteorological conditions prevailed, and a defense visual flight rules flight plan was filed for the flight. The flight departed South Bimini Airport (MYBS), South Bimini, The Bahamas, destined for FXE. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The pilot reported he lowered the landing gear during the approach to land and the three green landing gear indicator lights illuminated. During the landing roll, about 500 to 600 feet after touchdown on runway 31, the pilot applied brakes and subsequently the right main landing gear collapsed. A post accident examination of the airplane by an inspector from the Federal Aviation Administration (FAA), revealed two cracks on a structural rib in the right wing. According to FAA records, the pilot held a commercial pilot certificate, with ratings for single-engine land, multiengine land, and instrument airplane. The pilot’s most recent FAA third-class medical certificate was issued on December 28, 2010. The pilot reported 6,859 total hours of flight experience; of which, 600 of those hours were in the same make and model as the accident airplane. The four-seat, low-wing, retractable tricycle-gear airplane, was manufactured in 1968. It was powered by a Lycoming IO-360, 180-horsepower engine, equipped with a Hartzell propeller. Review of the airplane's logbooks revealed that its most recent annual inspection was completed on October 25, 2012. During the inspection, the airplane was placed on jacks; the main landing gear and down locks were lubricated; all the wheels and brakes were inspected; the landing gear was retracted; and an operational check of the landing gear was performed. At that time, the airplane had accumulated 4,240 total hours of operation. The engine had accumulated approximately 268 total hours of operation since new. According to the airplane manufacturer’s Pilot Operating Handbook, the three green landing gear lights operated individually as each associated gear is locked in the extended position. The system also comprised of a red “Warning Gear Unsafe” light on the instrument panel and a horn that operated simultaneously in flight when the throttle is reduced to where the manifold pressure is approximately 14 inches of mercury or below, and the gear selector switch is not in the “DOWN” position. The airplane was stored outside for eight months following the accident and was located in an area that was inaccessible to perform an examination of the landing gear. The airplane was eventually moved to a hangar and on July 17, 2013, a mechanic performed an operational check of the landing gear. The airplane was placed on jacks and thelanding gear and its components were inspected for defects. The mechanic’s examination revealed corrosion, binding, and a lack of lubrication to the right main landing gear down-lock latch mechanism. The 1253 recorded weather at FXE, included wind from 270 degrees at 9 knots, 10 statute miles visibility, and scattered clouds at 1,800 feet, temperature was 26 degrees C, dew point 13 degrees C, and a barometric altimeter setting of 29.97 inches of mercury.