N8985CPiper PA-32R-300 · 1976

On December 31, 2009, about 2045 eastern standard time, a Piper PA-32R-300, N8985C, was substantially damaged while landing at Concord Regional Airport (JQF), Concord, North Carolina. The airplane was registered to Bellefonte, Inc. and operated by Ram Air Freight. The certificated commercial pilot was not injured. Night instrument meteorological conditions prevailed at the time, and an instrument flight rules flight plan was filed for the on-demand cargo flight conducted in accordance with 14 Code of Federal Regulations Part 135. The flight originated at Raleigh-Durham International Airport (RDU), Raleigh, North Carolina, at 1945.

The pilot reported that he performed an instrument landing system (ILS) approach to runway 20. As the airplane touched down, it “jolted” to the left. As the airplane was heading toward the runway edge, the pilot added power, rotated, and flew back to the runway centerline. With sufficient runway remaining, he closed the throttle, flared, and felt the left main and nose wheels contact the runway, but not the right main. The right wing tip contacted the runway and the pilot used full rudder to maintain directional control. The airplane came to a stop and the pilot exited the cockpit and was assisted by airport personnel.

The 2055 weather observation for JQF included the following: 100 feet overcast, surface winds calm, 1/4 statute miles visibility with fog and mist, temperature 8 degrees Celsius, dew point 6 degrees Celsius, and an altimeter setting of 30.03 inches of mercury.

An inspector with the Federal Aviation Administration responded to the accident site and inspected the airplane with the assistance of an aircraft maintenance technician provided by the operator. Their inspection revealed that the right main landing gear was collapsed. In addition, an AN4-40A attachment bolt, Piper part number 401-335, and retainer assembly, part number 67502-00, had backed out of the aft landing gear trunnion assembly. The landing gear then separated at the aft trunnion. The barrel nut that held the AN4-40A bolt was missing. The missing barrel nut was not located.

The inspector also reported that he inspected the maintenance records and found no evidence of recent maintenance to the landing gear that would be associated with the aft trunnion attachment hardware. There were no gear swings or any other recent landing gear maintenance for well over 1 year prior to the accident. All required inspections were complied with, and no anomalies were found in the airplane inspection program.

Following the accident, the operator inspected all 30 fleet airplanes with no similar anomalies noted. In addition, all aircraft maintenance technicians were briefed on the accident and alerted to the area where the gear attachment hardware separated.