Event Summary
On September 4, 2011, about 0920 mountain standard time, a Piper PA-44-180, registration N316PA, sustained a nose landing gear collapse after landing at Deer Valley Airport (DVT), Phoenix, Arizona. The airplane was operated by Bird Acquisition LLC under 14 Code of Federal Regulations Part 91 as an instructional flight, with a certified flight instructor (CFI) and a private pilot on board. Neither occupant was injured. The airplane incurred substantial damage to the forward portion of the fuselage. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.
Sequence of Events
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. During the landing roll after the third landing, the nose of the airplane lowered, and the CFI suspected a collapse of the oleo strut. The CFI took control and continued to taxi down the runway, attempting to prevent the propellers from contacting the ground. At that time, the CFI did not see, hear, or feel any indication of a prop strike. The airplane rolled smoothly and retained steering ability; the pedals gave no indication of broken linkage or mechanical impediment.
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. The turn did not reveal steering problems, but slight braking was needed to stop clear of another taxiway.
After contacting ground control, the CFI added power and noticed the airplane moving toward the dirt area between the taxiway and the ramp. Steering had failed, so the CFI used differential thrust to redirect the airplane toward the ramp. He then heard the propellers contact the ground and immediately shut down both engines.
Post-Event Inspection
After exiting the airplane, the CFI observed that the nose gear was extended forward and resting against the most forward fuselage rib in the wheel well; the rib sustained substantial damage. Hydraulic fluid was leaking from the wheel well. Inspection revealed a fractured and separated drag link at the joint.
Examination of Fracture
A specialist from the National Transportation Safety Board’s Materials Laboratory examined the fractured drag link. The fracture features showed rough matte gray characteristics consistent with overstress fracture. No evidence of fatigue cracking was found.