Event ERA18LA178

Factual narrative

On June 14, 2018, about 0950 eastern daylight time, a Piper PA-34-200, N56213, was substantially damaged during a runway excursion while landing at Umatilla Municipal Airport (X23), Umatilla, Florida. The flight instructor was not injured while the pilot undergoing instruction (PUI) sustained a minor injury. The airplane was owned by Elite Florida AC LLC, and operated by Spaceport Aviation under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which originated from Space Coast Regional Airport (TIX), Titusville, Florida, about 0845, and was destined for X23.The PUI and/or the flight instructor stated that the flight proceeded to X23 where the downwind leg of the airport traffic pattern was extended, and the required before landing checks were performed. The PUI stated that he extended the landing gear, and the flight instructor confirmed there were 3 green lights displayed indicating all landing gears were down and locked. After touchdown on runway 01 at 80 miles-per-hour, the airplane suddenly began an uncommanded and violent swerve to the right, which the PUI could not correct with full left brake, rudder, and aileron inputs. The airplane departed the runway and impacted a drainage ditch. The PUI stated that while assessing the airplane with the mechanic from X23, they noticed the securing hardware for the upper and lower torque links of the right main landing gear was not in place. According to a Federal Aviation Administration inspector who responded to the accident site, a search was made for the missing right main landing gear hardware and it was not located. He inspected both disconnected torque links and did not see damage to either, nor did he see scoring damage to the inner diameter of the right main landing gear torque link brass sleeve that the attachment bolt passes through to secure the torque links together. The brass sleeve was measured and found to be round and not elongated. He also inspected the left main landing gear and found its torque link secured with the bolt, washer and castellated nut, but the cotter pin was missing. A review of the airframe maintenance records revealed during the airplane's last annual inspection which was signed off as being completed on May 16, 2018, new hardware was installed in both main landing gear torque links.The mechanic who signed off the inspection stated that as part of the new hardware at the torque links, cotter pins were installed, but because of clearance issues during subsequent gear retraction testing, the hardware at both torque links was loosened to adjust each brake hose, then the hardware was tightened after adjustment, but the cotter pins at both gear torque links were not installed. A review of the airplane's Pilot's Operating Handbook revealed that as part of the preflight inspection, it specified a visual inspection of the right main landing gear for leaks, the tires for inflation and wear, and the landing gear strut piston for proper extension. There was no direct mention to inspect the torque links for security. The pilot receiving instruction and the flight instructor were conducting an instructional flight. During the approach to the destination airport, the pilot receiving instruction lowered the landing gear, and the instructor confirmed that the down-and-locked indications were all green. After touchdown and during the landing roll, the airplane suddenly entered an uncommanded and violent right swerve, which the pilot receiving instruction could not correct with full left brake, rudder, and aileron inputs. Subsequently, the airplane departed the runway and impacted a drainage ditch. Postaccident examination of the airplane revealed that the upper and lower torque links of the right main landing gear (MLG) were undamaged and not attached; the attachment hardware was not in place nor recovered. Examination of the left MLG revealed that the upper and lower torque links remained connected, but a cotter pin was not found installed through the castellated nut and drilled bolt. A review of the airplane's maintenance logbooks revealed that, about 1 month before the accident, the attachment hardware for the left and right torque links was replaced, which included the installation of cotter pins. The mechanic who signed off the inspection stated that, during subsequent maintenance, both torque links' cotter pins were removed and that, although the attachment hardware at both torque links was subsequently tightened, neither of the torque link's cotter pins were installed before the airplane was approved for return to service. Therefore, it is likely that the right MLG torque link attachment hardware loosened over time due to the lack of a cotter pin and eventually separated from the airplane, which resulted in the torque link becoming disconnected and led to the pilot's subsequent inability to maintain directional control during landing. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

Hierarchical cause / factor breakdown from the FAA bulk avdata database. Each finding tagged C (Cause) or F (Factor).

• C Aircraft-Aircraft systems-Landing gear system-Main gear strut/axle/truck-Incorrect service/maintenance - C
• C Aircraft-Aircraft systems-Landing gear system-Main gear strut/axle/truck-Inadequate inspection - C
• C Personnel issues-Task performance-Maintenance-Installation-Maintenance personnel - C
• C Personnel issues-Task performance-Inspection-Post maintenance inspection-Maintenance personnel - C
• C Personnel issues-Action/decision-Action-Forgotten action/omission-Maintenance personnel - C
• C Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Directional control-Attain/maintain not possible - C