Monongahela, PA, USA
N1996G
CESSNA 414
According to the pilot, she performed the approach at the airplane’s reference landing speed (Vref) plus 10 knots. The airspeed adjustment and the gusting conditions resulted in a touchdown 1,000 ft beyond the touchdown zone on a 4,002 ft-long runway. The pilot applied the brakes with no response, ultimately guiding the airplane to the left at the departure end to avoid lights and other infrastructure. The airplane traveled into the runway’s grass apron, descended an embankment, and came to rest upright with substantial damage to the nose and right wing. The cockpit carpet and panels, as well as an exterior access panel just aft of the nose landing gear bay, were removed and revealed hydraulic (brake) fluid in the area. The nut that secured the 45° fitting to the 90° fitting of the brake hose at the pilot’s right brake master cylinder was found to be loose. According to the airplane’s Service Manual, the service interval for “Brake System Plumbing – Inspect for leaks, hoses for bulges and deterioration…” was after the airplane’s first 100 hours, and then “Every 200 hours” and “Every 12 [months]” thereafter. The most recent annual inspection was performed 12 months, 9 days, and 126.1 aircraft hours before the accident. While the airplane was 9 days past the manufacturer’s recommended inspection interval, the inspection required by regulations was not due for 3 weeks.
On June 19, 2022, at 1304 eastern daylight time, a Cessna 414, N1996G, was substantially damaged when it was involved in an accident near Monongahela, Pennsylvania. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. In a written statement, the pilot stated that the preflight, run-up, taxi, and en route portion of the flight revealed no anomalies with the performance and handling of the airplane. On final approach for runway 26 at Rostraver Airport (FWQ), Monongahela, Pennsylvania, the pilot stated that she “had a little wind shear (-15 knots).” She adjusted the airplane’s reference landing speed (Vref) on final approach to Vref plus 10 knots, so the wind shear was “no issue.” The pilot performed the landing flare 500 ft beyond the landing threshold. A wind gust “took” the airplane up and it touched down about 1,000 ft beyond the threshold of the 4,002 ft-long runway. Upon touchdown, the pilot applied the brakes but “nothing happened,” despite hard application. According to the pilot, “Power was off, flaps up, so, I pull the mixtures, still on the brakes, fuel off, and hope I’ll be slow to make the last exit.” The pilot stated that she attempted to “ground loop” the airplane at the departure end of the runway without success, and ultimately guided the airplane to the left, avoiding lights and other infrastructure. The airplane transitioned onto the grass apron, descended an embankment, and came to rest upright with substantial damage to the nose and right wing. The airplane’s most recent annual inspection was completed on June 10, 2021, at 6,349.5 total aircraft hours. The airplane was examined at FWQ by an investigator from Textron Aviation and a Federal Aviation Administration safety inspector. The brake units (rotors and stators) of the main landing gears were examined and the left main landing gear brake cylinder and pressure plate were disassembled with no anomalies noted. The right main landing gear brake unit remained installed on the landing gear, but the brake hose had been cut by recovery personnel. The cockpit carpet and panels as well as an exterior access panel just aft of the nose landing gear bay were removed and revealed hydraulic (brake) fluid in the area. The nut that secured the 45° fitting to the 90° fitting of the brake hose at the pilot’s right brake master cylinder was loose. The hose was removed, inspected, and found to be a different, yet authorized substitute for the line specified in the Cessna parts catalogue. The line was reinstalled, tightened, and the system was pressurized with compressed air, which revealed no leaks. Fig. 1 – Extract from Cessna Illustrated Parts Catalogue A summary of brake work performed over the 10 years before to the accident revealed the following: · 10-15-12 – (2) 111417-4S0520 Brake Lines, LH and RH new parts installed. · 03-03-17 – Tightened and cleaned around LH gear well brake line elbow. Ops check shows no leaks. Installed new LH and RH brake linings (SPS6606600 (x16)) · 03-06-18 – Serviced LH brake reservoir with 5606, and bleed LH MLG brakes as required, leak check good. · 05-04-18 – Replaced all brake linings, P/N 066-06600 (x16). Performed run in, ops. check good. Applied spiral wrap to LH brake hose from master cylinder to parking brake. · 09-14-20 – Bled both brakes IAW AMM Ch. 4-112. Ops check good. Installed 8 new brake linings. 4 ea. P/N 066-06600 on OB of LH and RH wheels IAW AMM 4-60A. According to the Cessna Model 414 Service Manual, the service interval for “Brake System Plumbing – Inspect for leaks, hoses for bulges and deterioration…” was after the airplane’s first 100 hours, and then “Every 200 hours” and “Every 12 [months]” thereafter. The most recent annual inspection was performed 12 months, 9 days, and 126.1 aircraft hours before the accident. According to Federal Aviation Regulations: An aircraft inspected and approved on any day of a calendar month will become due for inspection on the last day of the same month, 12 calendar-months later. However, the owner/operator/program manager of an aircraft may have annual inspections performed at any interval that does not exceed the maximum of 12 calendar-months between inspections, as specified by § 91.409(a)(1).
Loss of braking authority due to a loosened brake line fitting for reasons that could not be determined, which resulted in a runway overrun.
Source: NTSB Aviation Accident Database
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