Kennett, MO, USA
N5858M
Cessna 310P
The airplane was substantially damaged when the left main landing gear torque links separated during landing. The airplane subsequently departed the left side of the runway and came to rest approximately 1,250 feet from the approach end. A skid mark began about 400 feet from the end of the runway. The mark was left of the runway centerline and began as a straight skid mark. It then transitioned to a weaving or wavy pattern. The wavy pattern was approximately 60 feet long. Examination of the airframe revealed that the left main landing gear torque links had separated at the center hinge point and the wheel assembly was rotated 180 degrees. The washers installed under the bolt head at the pivot hinge did not conform to the washers specified by the airframe manufacturer's maintenance manual and service bulletin. The installed washer outside diameter measured approximately 0.560 inch. The through hole in the torque links measured 0.562 inch. Washers with an outside diameter of 0.750 inch were specified. The undersized washers allowed the bolt and bushing stack-up to pull through the upper torque link. The lower landing gear strut and wheel assembly were then free to rotate out of alignment with the upper strut. Review of the aircraft maintenance records revealed that new torque link shafts and bearings were installed on the left main landing gear assembly in August 2000, at 3,060 hours total airframe time. The most recent annual inspection was completed on February 14, 2006, at 3,316 hours total airframe time. An entry noting compliance with the service bulletin was not observed in the maintenance log.
On September 14, 2006, about 1400 central daylight time, a Cessna 310P, N5858M, piloted by an airline transport pilot, was substantially damaged during landing on runway 2 (5,000 feet by 75 feet, concrete) at Kennett Memorial Airport (TKX), Kennett, Missouri. The personal flight was being conducted under 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot and two pilot-rated passengers were not injured. The flight departed Shelby Municipal Airport (EHO), Shelby, North Carolina, about 1100. The pilot reported that he entered the traffic pattern at TKX for landing. On downwind he lowered the landing gear and flaps, and confirmed 3 green gear position lights. He noted that the pattern, approach and landing flare were "normal" and "uneventful." He stated that "within a couple of seconds of touchdown the aircraft began to [veer] to the left of [the runway] centerline." He noted that he applied right rudder and right brake pressure to correct the deviation. He added that when the left main landing gear departed the runway pavement, he increased the power of the left engine in an attempt to regain directional control. He stated that "about this time the left wing dipped, and the plane came to a stop with the main gear collapsed." A post accident examination revealed that the airplane came to rest off the left side of the runway, approximately 1,250 feet from the approach end. A series of marks consistent with tire skid marks and propeller slashes were observed. A skid mark began about 400 feet from the end of the runway pavement. The mark was left of the runway centerline, which began as a straight skid mark and then transitioned to a weaving or wavy pattern. The wavy pattern was approximately 60 feet long. Cuts in the pavement consistent with propeller slash marks began about 165 feet past the end of the wavy skid mark, and were approximately 40 feet in length. The slashes were left of the runway centerline. A skid mark located right of the runway centerline and consistent with being formed by the right tire began about 700 feet from the end of the runway pavement. The mark tracked toward the left side of the runway and exited the pavement near a taxiway intersection. The skid mark continued as a rut in the grass from the pavement to the point where the airplane came to rest. The airplane also impacted a runway light and a runway-taxiway intersection sign as it departed the pavement. Examination of the airplane revealed that both main landing gear were damaged. The right wheel and lower shaft had separated from the upper strut and were lying next to the airframe. The left main landing gear had collapsed. The left main landing gear torque links had separated at the center hinge point and the wheel assembly was rotated 180 degrees. The nose landing gear remained extended, however, it was rotated about 80 degrees to the right. Further inspection of the left main landing gear torque links (p/n 5041114) revealed that the center hinge point attachment bolt, spacers, washers, and nut were intact. The bushing and torque link exhibited axial scrape marks. The hardware was disassembled and examined. The attachment bolt measured approximately 0.562 across the corners of the hex head. The outside diameter of the washers installed under the bolt head measured 0.566 inch and 0.557 inch. According to the airframe manufacturer, the diameter of the through hole in the torque link lug was 0.562 inch. Cessna Service Bulletin MEB02-12, issued November 4, 2002, required inspection of the main landing gear torque link assembly. The bulletin instructed maintenance personnel to measure the outside diameter of the washers installed at each end of the center hinge point attachment stack-up. In the event that the outside diameter of the installed washers was 0.5625 inch, the washers were to be replaced with S1450-5H12-063 washers. The outside diameter of the specified replacement washer was 0.750 inch. Review of the aircraft maintenance records revealed that new torque link shafts and bushings were installed on the left main landing gear assembly in August 2000, at 3,060 hours total airframe time. The most recent annual inspection was completed on February 14, 2006, at 3,316 hours total airframe time. An entry noting compliance with the service bulletin was not observed in the maintenance log.
Separation of the left main landing gear torque link during landing resulting in a loss of control and runway excursion. Contributing factors were a failure to comply with the airframe manufacturer's service bulletin, and the pilot's inability to maintain directional control after the torque link separation.
Source: NTSB Aviation Accident Database
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