What happened
On 30 January 2004, a Piper PA-46-350P Malibu Mirage, registration G-BYLM, was conducting a private flight from Bournemouth to Alderney. Upon arrival at Alderney, the pilot performed a visual approach to Runway 26. Given the estimated surface winds of 200º/20-30 kt, the pilot employed a wing-down technique to manage the crosswind.
While the landing gear initially indicated a down and locked position, the aircraft began to veer to the right immediately after the nose wheel touched the runway. Despite the pilot's attempts to correct the deviation using left rudder and braking, the nose of the aircraft lowered significantly. This caused the propeller to strike the tarmac. The aircraft eventually came to a stop approximately 200 metres down the runway. The pilot successfully shut down the engine and evacuated the aircraft without injury, and fire services arrived shortly after the incident.
The investigation
Investigators examined the aircraft's structure and found that the attachment feet for the nose landing gear actuator, which are integrated into the engine mount, had fractured. This failure caused the nose gear to collapse. Analysis of the fracture surfaces revealed that one of the steel tube feet showed signs of old, corroded cracking, while the remaining fracture surfaces were clean and bright.
Further investigation into maintenance records revealed that Piper Service Bulletin 1103B, issued in late 2003, had mandated a liquid penetrant inspection of these specific components every 100 hours or annually. This inspection required the removal of paint to detect cracks. However, there was no record of this inspection being performed on G-BYLM. Furthermore, while Piper designated the bulletin as mandatory, no corresponding Airworthiness Directive had been issued by the FAA or UK CAA, meaning the operator was not legally required to comply. The investigation also noted that the aircraft's maintenance manual did not adequately highlight the importance of this specific bulletin.
Findings
- The nose landing gear collapsed due to the fracture of the actuator attachment feet on the engine mount.
- Evidence of corrosion on the crack surface indicated that the structural damage was pre-existing.
- The operator had not performed the liquid penetrant inspection specified in Piper Service Bulletin 1103B.
- The lack of a formal Airworthiness Directive meant the inspection was not a legal requirement for the operator.