N627PR

HISTORY OF FLIGHTOn March 23, 2022, at 1038 central daylight time, a Piper PA-46-600TP (M600) airplane, N627PR, was substantially damaged when it was involved in an accident near Olive Branch, Mississippi. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he conducted the instrument landing system approach in visual meteorological conditions to runway 18 with the wind reported as 220° at 16 knots (kts) gusting to 22 kts. As the airplane approached the final approach fix, the pilot reduced engine power and extended the landing gear. About 550 ft above ground level, he disconnected the autopilot. The airplane landed “softly”, about 85 kts, to the left of the runway centerline. The airplane rolled about 1,200 ft as the speed decreased, and the pilot reported that he was in control moving toward the centerline.

About 68 kts as the airplane approached the runway centerline, he had both hands on the yoke, holding it back slightly, and was making light rudder inputs to get to the airplane to the runway centerline. At that time, the airplane entered a hard right turn about a 45° angle. The pilot stated the left directional input was not working and that he applied more pressure with the left rudder. He reported, “It felt as if the nose quit rolling for a nano second, and the tail of the plane was skidding to the left.” The pilot applied neutral rudder pedals and the skid reduced.

The airplane exited the right side of the runway and continued across wet and muddy grass when the nose gear collapsed, and the airplane came to rest nose down. (See figure 1.) The airplane departed the runway about 1,330 ft from the threshold and about 570 ft after touchdown. The engine mount sustained substantial damage.

Figure 1. Accident airplane (Source: OLV airport operations) PERSONNEL INFORMATIONThe pilot obtained his private pilot certificate in September 2015. Between 2015 and 2021, his flight experience included about 185 total hours in a Cessna 182 airplane, and 737 total hours in Cessna T240 airplanes.

In November and December 2021, after purchasing the accident airplane, the pilot received 20 hours of M600 training from a Piper Aircraft dealer pilot, and 10 hours from Legacy Flight Training, Vero Beach, Florida, an authorized Piper Aircraft training provider. The 10 hours provided by Legacy Flight Training included 4 hours in a simulator and 6 hours in the accident airplane.

According to the pilot, during his initial flights with the accident airplane, he commented to the sales staff that the nose wheel steering and responsiveness was quite different from other airplanes he had experience operating (the T240 airplane’s nose wheel is free-castering). The sales staff responded that his experience was normal for this airplane, and he should get used to it. AIRCRAFT INFORMATIONAccording to the Piper M600 Pilot’s Operating Handbook (POH), the maximum demonstrated crosswind component for the airplane is 17 kts. Based on the reported wind conditions at the time of the landing, the crosswind component was about 10 to 14 kts.

According to the POH, the width between the left main landing gear (LMLG) and right main landing gear (RMLG) is 163.44 inches, and the width between the nose landing gear (NLG) and each main landing gear (MLG) is 81.72 inches. The longitudinal distance between the NLG and main landing gear is 99 inches.

The NLG rake angle on the M600 is the angle between the lower fuselage skin and the centerline of the NLG strut. The rake angle is set at the factory to be 90° with a tolerance of +0.5°/0.0°. Piper Service Letter 1286, issued on August 18, 2020, provides instructions for inspection and adjustment of the NLG steering components including rake angle. The service letter has been revised four times since original issuance, but the rake angle has not changed.

At a rake angle of 90° for the M600, the steering axis passes through the NLG axle and intersects the ground coincident with the center of the tire contact patch with the airplane stationary (zero trail). At a rake angle of 90.5° for the M600, the steering axis still passes through the NLG axle, but intersects the ground slightly forward of the center of the tire contact patch with the airplane stationary (positive trail). Examination of the structural response of a landing gear at wheel touchdown showed that the gear will deflect aft initially due to wheel spin-up loads and then undergo a damped oscillation about its equilibrium point.

Landing Procedures

The POH contains the airplane normal procedures in section 4.5p. (see figure 2.) The procedures caution the pilot about centering the rudder prior to nosewheel touchdown.

Figure 2. POH normal landing procedures

Maintenance History

A review of the maintenance records revealed that the accident airplane underwent its manufacturer’s warrantable first 50-hour inspection at a Piper authorized service center on January 12, 2022, at a total airplane time of 46.6 hours. During the maintenance visit, both MLG and the NLG were removed, painted black, and reinstalled. The maintenance was completed in accordance with the airplane’s maintenance manual. Piper Service Letter 1286D, NLG Steering Components Inspection and Adjustment, was also complied with during the maintenance.

The most recent maintenance on the airplane was performed on March 11, 2022, at a total time of 64.5 hours, when a new auto-throttle and autopilot controller were installed. At the time of the accident, the airplane had accrued 74.8 hours total time. AIRPORT INFORMATIONAccording to the Piper M600 Pilot’s Operating Handbook (POH), the maximum demonstrated crosswind component for the airplane is 17 kts. Based on the reported wind conditions at the time of the landing, the crosswind component was about 10 to 14 kts.

According to the POH, the width between the left main landing gear (LMLG) and right main landing gear (RMLG) is 163.44 inches, and the width between the nose landing gear (NLG) and each main landing gear (MLG) is 81.72 inches. The longitudinal distance between the NLG and main landing gear is 99 inches.

The NLG rake angle on the M600 is the angle between the lower fuselage skin and the centerline of the NLG strut. The rake angle is set at the factory to be 90° with a tolerance of +0.5°/0.0°. Piper Service Letter 1286, issued on August 18, 2020, provides instructions for inspection and adjustment of the NLG steering components including rake angle. The service letter has been revised four times since original issuance, but the rake angle has not changed.

At a rake angle of 90° for the M600, the steering axis passes through the NLG axle and intersects the ground coincident with the center of the tire contact patch with the airplane stationary (zero trail). At a rake angle of 90.5° for the M600, the steering axis still passes through the NLG axle, but intersects the ground slightly forward of the center of the tire contact patch with the airplane stationary (positive trail). Examination of the structural response of a landing gear at wheel touchdown showed that the gear will deflect aft initially due to wheel spin-up loads and then undergo a damped oscillation about its equilibrium point.

Landing Procedures

The POH contains the airplane normal procedures in section 4.5p. (see figure 2.) The procedures caution the pilot about centering the rudder prior to nosewheel touchdown.

Figure 2. POH normal landing procedures

Maintenance History

A review of the maintenance records revealed that the accident airplane underwent its manufacturer’s warrantable first 50-hour inspection at a Piper authorized service center on January 12, 2022, at a total airplane time of 46.6 hours. During the maintenance visit, both MLG and the NLG were removed, painted black, and reinstalled. The maintenance was completed in accordance with the airplane’s maintenance manual. Piper Service Letter 1286D, NLG Steering Components Inspection and Adjustment, was also complied with during the maintenance.

The most recent maintenance on the airplane was performed on March 11, 2022, at a total time of 64.5 hours, when a new auto-throttle and autopilot controller were installed. At the time of the accident, the airplane had accrued 74.8 hours total time. WRECKAGE AND IMPACT INFORMATIONRunway and Ground Scars Examination

Examination of the runway surface revealed a light rubber transfer mark consistent with the LMLG that began about 760 ft from the runway 18 threshold and about 17 ft left of the centerline. The transfer mark was continuous until it departed the right side of the runway and varied in intensity. A light rubber transfer mark with the tread pattern evident, consistent with the NLG, began about 900 ft from the threshold and about 10 ft left of the centerline. The mark was mostly continuous until it departed the right side of the runway and varied in intensity. The LMLG and NLG rubber transfer marks were aligned, separated by about 80 inches, and drifted to the left until about 1,140 ft from the threshold when they veered sharply to the right. (see figures 3 and 4.)

Figure 3. Initial touchdown runway markings (Source: Piper Aircraft, Inc., annotated by NTSB)

Figure 4. Runway markings (Source: Piper Aircraft, Inc., annotated by NTSB)

A rubber transfer mark from the RMLG was not discernable until about 1,170 ft from the runway threshold and was not continuous to the departure point. At the point where the RMLG mark became evident, the perpendicular distance between the RMLG and NLG marks measured 51 inches and between the LMLG and NLG measured 106 inches. Throughout the right veer, the LMLG rubber transfer mark varied from moderate to heavy intensity with the tread pattern evident consistent with moderate to heavy braking. The NLG rubber transfer mark during the veer was initially of moderate intensity with the tread pattern evident but transitioned to ...