Piper PA 34-200 accident near Umatilla, Florida, June 14, 2018
On June 14, 2018 at about 1:50 pm local time, a 1973 Piper PA 34-200, registered N56213, was substantially damaged in an accident during landing (landing roll) near Umatilla, Florida (Umatilla Municipal Airport). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Maintenance personnel ‘s failure to complete and verify the proper installation of the main landing gear (MLG) torque links’ attachment hardware, which resulted in the right MLG torque link disconnecting and the pilot’s subsequent inability to maintain directional control during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 14, 2018 · about 1:50 pm local time
- Place
- Umatilla, Florida · Umatilla Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 34-200 200, built 1973 · all PA 34-200s on the register
- Registration
- N56213 · registry record · serial 347350304
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot receiving instruction and the flight instructor were conducting an instructional flight. During the approach to the destination airport, the pilot receiving instruction lowered the landing gear, and the instructor confirmed that the down-and-locked indications were all green. After touchdown and during the landing roll, the airplane suddenly entered an uncommanded and violent right swerve, which the pilot receiving instruction could not correct with full left brake, rudder, and aileron inputs. Subsequently, the airplane departed the runway and impacted a drainage ditch. Postaccident examination of the airplane revealed that the upper and lower torque links of the right main landing gear (MLG) were undamaged and not attached; the attachment hardware was not in place nor recovered. Examination of the left MLG revealed that the upper and lower torque links remained connected, but a cotter pin was not found installed through the castellated nut and drilled bolt. A review of the airplane's maintenance logbooks revealed that, about 1 month before the accident, the attachment hardware for the left and right torque links was replaced, which included the installation of cotter pins. The mechanic who signed off the inspection stated that, during subsequent maintenance, both torque links' cotter pins were removed and that, although the attachment hardware at both torque links was subsequently tightened, neither of the torque link's cotter pins were installed before the airplane was approved for return to service. Therefore, it is likely that the right MLG torque link attachment hardware loosened over time due to the lack of a cotter pin and eventually separated from the airplane, which resulted in the torque link becoming disconnected and led to the pilot's subsequent inability to maintain directional control during landing.
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.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Aircraft maintenance event during prior to flight
- Loss of control on ground during landing (landing roll) defining event
- Attempted remediation/recovery during landing (landing roll)
- Runway excursion during landing (landing roll)
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main gear strut/axle/truck › Incorrect service/maintenance
- cause Aircraft › Aircraft systems › Landing gear system › Main gear strut/axle/truck › Inadequate inspection
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
- cause Personnel issues › Task performance › Inspection › Post maintenance inspection › Maintenance personnel
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Maintenance personnel
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,922 hours in all; 84 in this make and model; 154 in the last 90 days; 47 in the last 30 days; 5,339 as pilot in command; 4,599 on instruments
- Last flight review: September 1, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: commercial pilot
- Ratings: instrument: helicopter; rotorcraft: helicopter
- Flight time: 9,307 hours in all; 20 in this make and model; 20 in the last 30 days; 8,015 as pilot in command; 2,250 on instruments
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,031.4 hours
- Last inspection: annual inspection, May 16, 2018
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming LIO-360-C1E6 (piston); 3,716 hours total
- Engine 2: Lycoming IO-360-C1E6 (piston); 4,227 hours total
- Operator: Spaceport Aviation
The flight
- Departed from: TIX Titusville FL at 12:45 pm
- Destination: X23 Umatilla FL
- Flight plan: none
- Runway 01, 2,500 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 75°F (24°C)
- Altimeter: 30.12 inHg
- Observation at 1:53 pm from KLEE, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on April 3, 2019. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Submitted by Pilot Undergoing Instruction | PDF, 6 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Submitted by Flight Instructor | PDF, 11 pages | View Download |
| 3 | FAA Inspector Statement | PDF, 1 page | View Download |
| 4 | Excerpt from Airframe Maintenance Records | PDF, 1 page | View Download |
| 5 | Excerpts from Airplane Parts Catalog | PDF, 2 pages | View Download |
| 6 | Statement from Mechanic | PDF, 1 page | View Download |
| 7 | Investigative Photographs | PDF, 3 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.