MIA02LA069

On the fourth parachute drop flight of the day for the pilot and aircraft, the pilot detected a reduction in elevator control authority on takeoff. He elected to continue the takeoff and climbed to 3,500 feet agl, where he released the two parachutists. On return to the airport, he used power to control his flare, but landed hard and began a porpoise maneuver. On the third touchdown, the nose gear collapsed and the aircraft ran off the left side of the runway, sustaining substantial damage. Post accident inspection of the flight control system by FAA inspectors revealed no flight control interference, malfunction, or damage.

On March 23, 2002, about 1722 central standard time, a Cessna 182F, N3486U, registered to Alabama Skydiving, Inc., operating as a Title 14 CFR Part 91 parachute jump flight, sustained a hard landing and a nose gear collapse at Pell City, Alabama. Visual meteorological conditions prevailed and no flight plan was filed. The airplane sustained substantial damage and the commercially-rated pilot, the sole occupant, was not injured. The flight originated about 10 minutes before the accident.

According to the pilot, prior to the accident flight, the aircraft performed normally in all aspects. Beginning his fourth parachute drop flight of the day, after a takeoff roll of about 3,000 feet and 5 to 10 feet above the 5,002 foot runway, he detected less than normal elevator authority with two parachute jumpers aboard. He decided to continue the takeoff because he had confidence in the power of the engine, and because of the lack of available runway remaining for an abort. Having climbed to release altitude, (3,500 feet, agl) and releasing his jumpers, on return to the field, he decided his best alternative was to use power to control the nose attitude. During his landing flare, he added power to raise the nose and touch down on the main wheels, but the touchdown was hard and the aircraft started a porpoise. The third touchdown was hard enough to collapse the nose gear and cause an excursion off the left side of the runway.

According to an FAA inspector, the pilot stated that he had to ask for help manipulating the yoke in pitch during the takeoff rotation. The inspector examined the flight controls for interference and found none. He found full flight control continuity and authority from stop to stop, and observed no damage to or malfunction of the flight control system.