WPR11LA471

The private pilot and certified flight instructor (CFI) were practicing a series of landings. The CFI said that the second and third landings were short field landings and were not excessively hard. During the landing roll on the third landing, the nose of the airplane lowered, and the CFI suspected a collapse of the oleo strut. The CFI took control of the airplane and taxied down the runway. The CFI stated that, during the taxi, he noted nothing irregular with the handling of the airplane and informed the tower air traffic controller that this was going to be a full stop landing. After contacting the ground controller, the CFI added power, and noticed that the steering had failed, so he attempted to use differential thrust to turn the airplane. He then heard the propellers contact the ground and immediately shut down both engines. After exiting the airplane, he noticed that the nose gear was extended forward and resting against the most forward fuselage rib in the wheel well. A postaccident examination revealed a fractured and separated drag link and hydraulic fluid leaking from the wheel well. Examination of the fractured surfaces revealed rough matte gray features consistent with an overstress fracture.

On September 4, 2011, about 0920 mountain standard time, a Piper PA-44-180, N316PA, experienced a nose landing gear collapse after landing at Deer Valley Airport (DVT), Phoenix, Arizona. The certified flight instructor (CFI) and private pilot were not injured. The airplane sustained substantial damage to the forward portion of the fuselage. The airplane was registered to, and operated by, Bird Acquisition LLC under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight. The CFI reported that the private pilot was practicing landings in preparation for a check ride. The second and third landings were short field landings, which were not excessively hard. The CFI stated that during the landing roll on the third landing, the nose went low, and he suspected a collapse of the oleo strut. The CFI took control, and continued to taxi down the runway while making an effort to prevent the propellers from contacting the ground. At this point, the CFI did not see, hear, or feel any indication of a prop strike. He noted that the airplane was rolling smoothly and retained steering ability as he continued to let the airplane roll out without applying the brakes. He added that use of the pedals did not give any indication of a broken linkage or mechanical impediment of any kind. As the airplane approached a taxiway, the CFI informed the air traffic control tower that the landing would be a full stop, and initiated a turn to exit the runway onto a taxiway. The turn off the runway did not reveal any problems with steering; however, the CFI had to use slight braking to stop clear of another taxiway. After contacting ground control, the CFI added power, and noticed that the airplane was moving toward the dirt area between the taxiway and the ramp. He also noted that the steering had failed, so he attempted to use differential thrust to get the airplane pointed back toward the ramp. He then heard the propellers contact the ground; he immediately shut down both engines. After exiting the airplane, he noticed that the nose gear was extended forward and resting against the most forward fuselage rib in the wheel well; the rib sustained substantial damage. Upon inspection, he saw a fractured and separated drag link at the joint in addition to hydraulic fluid leaking from the wheel well. A specialist from the National Transportation Safety Board’s Materials Laboratory examined the fractured drag link. The specialist observed that the fracture features showed rough matte gray features consistent with overstress fracture. He observed no evidence of fatigue cracking.