This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
On the first attempted flight after annual inspection, my Piper PA-32’s nose gear collapsed during takeoff roll, resulting in a prop strike.
The aircraft was just out of its annual inspection, so I directed my wife to wait in the terminal while I conducted a first flight alone (after which we planned to make a short trip together).
I performed a full preflight inspection, taxied to the run-up area uneventfully, performed a full run-up and pre-takeoff checklist.
There were no audible alarms and gear indicators showed three greens.
Takeoff roll began normally and then suddenly the nose gear collapsed, causing a prop strike and a skid to a stop.
I immediately shut the throttle, mixture, fuel valve cutoff, fuel pump, and mags.
I made a short radio call to alert others to the runway blockage, then shut off electrical switches and master switch and exited the plane.
This occurred well before rotation speed, although the plane may have lightened itself slightly on its gear. Photos showed the main gear remained fully locked.
The plane was towed to my hangar and we are still trying to determine what could have caused the failure, but I am glad to have treated this like a test flight.
Primary Problem: Aircraft
ACN: 1962247
With all the mechanic bashing in the comments, is it any wonder why there is such a shortage of aircraft mechanics and why many mechanics are becoming very selective of their customers?
NEVER trust your life to a Mech!!!
Try paying your A&P as much as you pay your car mechanic.
Bill, you obviously don’t understand the structure difference between the two professions. Not to mention auto is by the job, while aircraft is by the hour no matter what they’re actually doing.
I always pay extra for a CFI to take a couple of touch and go’s after my annual. Well worth the extra $100.
I’ve heard it said that the most dangerous flight is the one immediately following the annual. I always remain close to the runways on the first flight, and I’m alone or with a CFI when I do it.
That’s what I do.
Seams like something that should have been caught on the annual when they checked the landing gear.
I concur. I have forgotten how many swings of the gear are required during an annual on these Pipers. I think it is three.
And then with a PA32R, if it has the auto retract, that requires a flight to adjust and check. I know, I was the test pilot for ours while the mechanic was in the plane doing the adjustments.
Too bad there were no pictures of the nose gear after the collapse. It could have been quite instructive to see what caused that collapse.
Yet another example of cheap, shamefully designed Tinker Toy nose landing gear in GA airplanes. I’m an engineer. I think my fellow engineers who design this dog waste should be pilloried or worst. If the bean counters don’t want to add cost to already outrageously expensive little toy GA airplanes, then quit your job and work for an honest manufacturer. Been there, done that.
Regards/J
Many years ago my mechanic called me out to show me something he had found on my 1946 Bonanza. He pointed to the nose retract rod which had less than 1/4 inch still holding to the nose gear. He said 1 more landing & I would need a new prop & engine. Wow! Now THAT is luck!
Oops! Bad thumb…1947 Bo.
Cannot remember when I took a perfectly good airplane into annual, only to have something not working or failing the first flight afterwards.
Got to the point my partner refused to take the first flight after the annual.
Yes, if you hadn’t it could of been much worse with another soul at risk, your training and that little voice inside saves your lives, much to be thankful for…