WPR22LA047

During an instructional flight, the pilot receiving instruction performed an emergency landing gear extension; however, the left main gear did not extend despite multiple attempts, and the instructor chose to land with the gear retracted, resulting in substantial damage to the fuselage. Examination revealed that the left main landing gear pivot assembly shaft had fracture-separated near the pivot housing. Metallurgical examination of the fracture surfaces revealed signatures of overstress. The overstress fracture of the pivot assembly resulted in the failure of the left landing gear to fully extend.

On November 22, 2021, about 1349 Pacific standard time, a Cessna R182, N7592Y, was substantially damaged when it was involved in an accident near Puyallup, Washington. The flight instructor and private pilot receiving instruction were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The instructor reported that the intent of the flight was to conduct a stage check for the pilot receiving instruction, who was preparing for an upcoming practical test. They completed several maneuvers in the practice area and were returning to the airport when the instructor requested that the pilot perform a simulated emergency landing gear extension. The pilot noticed that the left main landing gear did not extend. Despite multiple attempts to cycle the landing gear, which included utilizing the emergency landing gear extension procedures, they were unable to extend the left main landing gear. The instructor took control of the airplane and chose to land the airplane with the landing gear retracted. Postaccident examination of the airplane revealed that the fuselage was substantially damaged. A subsequent examination of the airplane revealed the left main landing gear pivot assembly shaft had fracture-separated near the pivot housing, which prevented the left main landing gear from extending or retracting. The left landing gear pivot assembly was sent to National Transportation Safety Board Materials Laboratory, Washington, DC, for examination, which revealed characteristics consistent with a shear overstress fracture in clockwise torsion. A review of the airplane’s maintenance records could not determine the age of the component, or if any maintenance had been performed on the assembly. The operator reported that the accident airplane had always been flown with a flight instructor or examiner on board and no hard landings were reported or documented before the accident flight.