WPR21LA344

As the airplane’s nosewheel touched the ground, the airplane veered aggressively to the right then left. The pilot applied corrective control inputs, but the airplane departed the runway, tipped onto the left wing, and spun around. The airplane’s nosewheel had been modified in accordance with a supplemental type certificate, which raised the nose of the airplane by 4 inches. The modified geometry resulted in the airplane being more susceptible to control difficulties during landing, unless a soft field landing technique was used. The pilot stated that the landing was normal, and there was no damage to the runway surface at the touchdown point to suggest otherwise. However, he stated that the airplane swerved aggressively on the previous landing earlier in the day during high gusting wind conditions. Examination of the airplane did not reveal any anomalies with the steering system; however, there was damage to the firewall and nosewheel strut that indicated the nosewheel had struck the ground hard. Based on the pilot’s report that the airplane swerved aggressively during a landing earlier in the day, it is likely that the airplane was damaged during that landing, which caused the loss of control during the accident landing.

On July 31, 2021, about 1007, a Cessna 182E, N3186Y, was substantially damaged when it was involved in an accident near Eugene, Oregon. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he landed the airplane on the main landing gear then allowed the nosewheel to settle onto the runway. As soon as it did, the airplane veered to the right and then left. He applied corrective rudder control inputs and the airplane veered more violently to the left, until it was perpendicular to the runway centerline. The right wing then dropped, and the wingtip struck the ground as the airplane came to rest. The pilot stated that the airplane swerved aggressively during the last landing at another airport earlier in the day; however, wind conditions there were strong (23 kts gusting to 30 kts), and he assumed that was the reason for the diversion. The airplane was equipped with a modified nosewheel assembly installed in accordance with Airglas Inc. supplemental type certificate SA02069AK. The installation called for the replacement of the original nose gear fork assembly with one designed for a Piper PA32, which allowed installation of a larger 8.50-6 tire. The STC resulted in a 4-inch increase in nose gear height. The STC’s flight manual supplement stated the following regarding in-flight procedures: “Landing: The Nose Fork and 8.50-6 tire increases the length of the nose gear by approximately 4 inches. Pilots should ensure that all landings are accomplished in a nose high attitude similar to the soft field approach attitude. CAUTION During landing there is an increased possibility of wheelbarrowing or porpoising during landing. Pilots should ensure that all landings are accomplished in a nose high attitude similar to the soft field approach attitude.” Examination of the airplane revealed that the outboard 2-ft section of the right-wing leading edge was bent upwards. The nosewheel strut had bent slightly forward, the firewall and lower forward fuselage structure had buckled, and the propeller blade tips were curled aft. The nosewheel steering assembly appeared intact. Examination of the runway surface did not reveal any evidence of skid marks or propeller strike at the initial touchdown point; however, multiple swerving tire transfer marks, and both propeller blade and wing tip scrape marks were observed on the asphalt in the taxiway area where the airplane spun around.