Beech 1900D incident near Denver International Airport, Colorado, December 3, 2011

The NTSB's narrative final · quoted from the NTSB record

During a post flight inspection the pilot discovered a hydraulic leak on the nose landing gear that was emanating from a crack in the nose landing gear end cap. The end cap was examined and found to have failed in fatigue that initiated from multiple origins at an internal diameter. The fatigue had propagated significantly into the wall thickness of the end cap and through the thickness at one location. The striation count revealed that the fatigue crack had initiated and been growing in the end cap for at least 14,898 cycles. The end cap had been inspected using an ultrasonic method recommended by the manufacturer 485 cycles prior to the incident. The crack was present at the time of the inspection which indicated that the inspection method was ineffective in detecting the crack. The timing of the end cap inspection was in compliance with the manufacturer’s recommendation. Examination of the microstructure of the material revealed that the longitudinal grain direction was oriented parallel to the shuttle valve bore in the end cap. Resistance to fatigue can be improved by aligning the principle tension stresses in the end cap with the longitudinal grain direction. It is probable that the manufacturer had determined that the grain direction was a contributing factor to fatigue failure in the end cap and revised the end cap drawing to require a grain direction along the longitudinal axis of the end cap in February 2010. No engineering data to support the drawing revision was made available.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.