Accident Details
On 16 June 2001 at 1030 UTC, a Beech 200 twin-engine turboprop aircraft, registration F-GLTX, was on a private ferry flight from Kortrijk Airport, Belgium, to Manchester International Airport. The commander, holding a Commercial Pilot's Licence and aged 39, had accumulated 5,200 flight hours, with over 1,000 hours on type. The aircraft was manufactured in 1982 and powered by two Pratt & Whitney PT6A-41 turboprop engines.
Approach and Landing
The flight conducted an approach to Runway 06R. Weather conditions were: surface wind 020° at 11 kt, visibility 28 km, and broken cloud at 1,700 ft. The landing gear was lowered at 160 kt, and both pilots observed a three-green indication. A normal landing was carried out.
Landing Roll and Collapse
During the landing roll, the crew heard a cracking noise and the aircraft's nose dropped toward the runway. The commander attempted to keep the nose up using elevator control while steering onto the grass at the side of the runway with the rudder. The aircraft came to rest on the grass with the nose landing gear (NLG) collapsed.
Damage and Examination
Following the incident, the aircraft was inspected by the manufacturer's agents. Damage included both engines and propellers, minor fuselage damage from the propellers striking the ground, and damage to both nose wheel bay doors. The NLG strut was found broken at the right side upper fitting and drag brace attachment. Buckles were observed on the left and right side NLG upper inboard and outboard attachments, and in both forward nose wheel bay skins between the attachments.
Metallurgical examination of the broken NLG strut casting revealed that all fractures were consistent with overload conditions. The initial fracture had occurred in or near the grease nipple hole on the front of the NLG strut. Examination of the mating fracture face confirmed that separation there occurred in overload. Subsequent fractures occurred in the NLG right side upper fitting and the drag brace attachment.
Investigation Findings
The technical log for the aircraft contained no records of any heavy landings since an overhaul of the NLG had been completed one year earlier. The attachment areas for the NLG were not visible during a normal pre-flight inspection, as they were located within the nosewheel bay.