# NTSB WPR13LA082: Piper PA-60-602P, N3AG, North Las Vegas, NV, January 2, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 2, 2013, 15:15 local (23:15 UTC) - Place: North Las Vegas, NV - Coordinates: 36.210556, -115.194442 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.2106&lon=-115.1944&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report November 5, 2015 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 85939 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA082 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85939/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85939 - Page: https://openairdocs.org/ntsb/WPR13LA082 ## Probable cause The pilot’s failure to maintain an adequate descent rate while on final approach, which resulted in a hard landing and landing gear collapse due to overload following the failure of both engines to respond to power inputs during an attempted go-around for reasons that could not be determined due to postcrash fire damage. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: descent/approach/glide path](https://openairdocs.org/ntsb-findings/01062040): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-findings/01062040/cases.md?model=7106015), [All aircraft, 809 cases](https://openairdocs.org/ntsb-findings/01062040/cases.md) - [Landing gear system: nose/tail landing gear](https://openairdocs.org/ntsb-findings/01023220): Aircraft › Aircraft systems · Capability exceeded; cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-findings/01023220/cases.md?model=7106015), [All aircraft, 185 cases](https://openairdocs.org/ntsb-findings/01023220/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-60-602P, 2 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7106015), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7106015), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Simulated/training event](https://openairdocs.org/ntsb-events/600); cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-events/600/sequence.md?model=7106015), [All aircraft, 173 cases](https://openairdocs.org/ntsb-events/600/sequence.md) - [Approach-VFR go-around: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-events/060/sequence.md?model=7106015), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-events/092/sequence.md?model=7106015), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) - [Landing-flare/touchdown: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Piper PA-60-602P, 1 case](https://openairdocs.org/ntsb-events/094/sequence.md?model=7106015), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) ## Analysis The pilot receiving instruction conducted three full-stop landings without incident. After the fourth takeoff, the flight instructor simulated a prearranged left engine failure about 600 ft above ground level (agl). The pilot followed emergency procedures, used the checklist, and prepared to land. The pilot reported that, when the airplane was about 50 to 100 ft agl on final approach, he thought that it was a little too high, so he chose to initiate a go-around. He moved the throttle levers full forward, but neither engine responded. The flight instructor pushed the airplane's nose down, and the pilot continued the approach. On touchdown, the right main and nose landing gear collapsed. A postimpact fire ensued, which consumed most of the airplane. Postaccident examination of the landing gear revealed that it collapsed due to bending overload consistent with a hard landing. The reason for the failure of both engines to respond to power inputs could not be determined because of the postcrash fire damage. ## Factual narrative On January 2, 2013, about 1515 Pacific standard time, a Piper PA-60-602P, N3AG, veered off the runway during landing at North Las Vegas, Nevada. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot receiving instruction and the flight instructor were not injured; the airplane sustained substantial damage from a post-crash fire. The local instructional flight departed North Las Vegas about 1430. Visual meteorological (VMC) conditions prevailed, and no flight plan had been filed. The pilot remained in the traffic pattern after departure, and completed three full-stop landings without incident; one was on runway 12R, and the other two were on runway 12L. As prearranged with the flight instructor prior to departure, the fourth takeoff was a simulated left engine failure about 600 feet above ground level (agl). The pilot followed emergency procedures, used the checklist, and prepared to land. About 50-100 feet agl on final, the pilot felt that the airplane was a little too high, and elected to initiate a go-around. The propeller and mixture controls were already full forward. Movement of the throttle levers full forward resulted in neither engine increasing in power. The flight instructor pushed the nose down. The airplane shuddered about 15 feet agl, but did not stall. The pilot pulled the nose back before touchdown, and landed on the main landing gear. He stated that touchdown was not hard; it felt like a normal landing. The right wing went down immediately as if the right main landing gear had collapsed, and the airplane veered off the runway into a ditch in the infield. The flight instructor noted that the airplane was on fire. The pilot shut down all power and the fuel mixture. It took three vigorous tries to open the upper clamshell door before the pilot and flight instructor could egress. Within a few moments of their exit, the airplane caught fire. An airframe and powerplant (A&P) mechanic was working on the airport ramp. The A&P heard an airplane coming in for landing, and noted that the engine sounds were increasing and decreasing. He observed an airplane porpoising, and coming in fast. He thought that the airplane landed hard; the right main landing gear and nose landing gear collapsed on touchdown. The airplane caught fire within 40 to 50 feet after touchdown; it started sliding, and then it exited the runway surface. The axle of the right main landing gear strut with the lower link still bolted to it was sent to the National Transportation Safety Board Office of Research and Engineering Materials Laboratory for examination. A fractured piece of the piston was contained in the axle, and a portion of a fractured bolt was contained at the lower link connection to the upper link. Examination of the piston's fracture face revealed that it was oriented diagonally to the strut center line, and displayed a grainy surface with shear lips, consistent with a bendingoverload event. The fracture face on the lower link to upper link attachment bolt displayed grainy surfaces in a cup and cone formation with a distinct shear lip oriented in one direction, also consistent with a bending overload event. Due to the postaccident fire damage, examination of the engines failed to reveal the reason why they did not respond to power input. ## Aircraft - Registration: [N3AG](https://openairdocs.org/aircraft/N3AG), registered now, S/N 60-8365018, built 1983 (OpenAirDocs) - Reported make and model: PIPER PA-60-602P - Registry model: [Piper PA-60-602P](https://openairdocs.org/model/piper-pa-60-602p) (registry code 7106015) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 60-8365018 - Airframe hours: 3259 - Engines: LYCOMING IO-540-AA1A5 350 horsepower reciprocating; LYCOMING IO-540-AA1A5 350 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Instructional, Part 91 - Operator: Managed Aviation Inc - Registered owner: Managed Aviation Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 10, 2012 - Departed: VGT, North Las Vegas, NV - Destination: VGT, North Las Vegas, NV - Airport: VGT, North Las Vegas, runway 12L, 4,202 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 72; injuries: none; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review August 29, 2012; seat: left; restraint: 3-point; flight hours: 3,900 total, 1,700 in this make and model, 3,900 as pilot in command, 21 in the last 90 days, 4 in the last 30 days, 1 in the last 24 hours - Flight instructor; age 64; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane, helicopter; medical: class 2, with waivers/limitations; last flight review July 14, 2011; seat: right; restraint: 3-point; flight hours: 11,535 total, 60 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 50 °F, dew point 10 °F - Altimeter: 30.14 inHg - Observed at: KVGT ## 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 20130102000839A](https://openairdocs.org/incident/20130102000839A), Jan 2, 2013: Piper PA-60-602P, North Las Vegas, NV, Substantial damage. N3AG, PA-60-602P, after landing rwy 12L at kvgt, veered off the rwy into the infield and caught fire at 021614PST. POB: 2, injuies: non, damage: subsantial.… ## Docket (4 files) The files NTSB released with the investigation on October 7, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85939. 1.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 929 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432451&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Witness Statement (item 2, .PDF, 143 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432453&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - RE30 Observations (item 3, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432454&FileExtension=.PDF&FileName=RE30%20Observations-Master.PDF - Evidence Control Form (item 4, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432456&FileExtension=.PDF&FileName=Evidence%20Control%20Form-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.