Narrative:

With mr. X, a private rated pilot at the controls, we experienced a normal takeoff, climb out and flight to and from the practice area. We were in the practice area for about 45 mins. We entered the traffic pattern to practice touch-and-go lndgs. Airplane landed normally and, after a short roll, power was applied for the takeoff portion of the touch-and-go. After obtaining a positive rate of climb, safe altitude, and safe airspeed, mr. X put the gear up and continued the traffic pattern for the second touch-and-go. Abeam the tower, safe airspeed was confirmed, gear handle was placed in the down position. We heard the gear motor activate, the gear coming down, and felt the gear jolt into place. Mr. X again said '3 greens' and I verified the gear down and locked with 3 green light indications illuminated. On base leg, during the gumps check, the 3 green lights on indication was again observed. Final approach was at 85 mph and, on short final, once again the 3 green lights were illuminated and the indication was confirmed by both mr. X and myself. The airplane landed normally at an airspeed of approximately 76 mph just beyond the numbers on runway 25L and started a rollout across runway 30. As the aircraft crossed runway 30, approximately 300 ft from where we touched down, it experienced a large amount of nosewheel shimmy. I immediately pulled the yoke back to reduce the amount of weight on the nosewheel, and aborted the touch-and-go. This action raised the nose of the aircraft slightly and reduced the amount of vibration felt. As the airplane slowed down, the nosewheel collapsed and the aircraft skidded on the centerline of the runway for approximately 500 ft before coming to a complete stop just left of the centerline of the runway. At this point I secured the engine and aircraft and both mr.X and I departed the plane. The airplane came to rest on the runway still on its main gear, and the green light indications for the 2 main gear were illuminated and showed that the 2 main gear were locked. This fact was confirmed by mr. X and witnessed by both the airport police officers when they arrived, and by the aircraft wreckage company that came to remove the aircraft. When the wreckage man saw that the main gear was down and confirmed green light indications of locked, he chose to move the aircraft by lifting the nose of the airplane and towing it on the main gear. After he lifted the nose and started moving the plane, the left gear started to collapse. He stopped, had several people help him lift the wing and pull the gear back down. As he did this, the right wheel started to collapse. He once again had people help him lift the right wing, this caused the left wing to fall rapidly and damage the wing. As he moved away, the right wing fell also causing damage to it. Subsequent investigation by a mechanic revealed that the nosewheel locking pin and bushing had been sheared off at some time during the flight.

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Original NASA ASRS Text

Title: INSTRUCTOR WITH TRAINEE HAS NOSE GEAR COLLAPSE ON LNDG ROLL.

Narrative: WITH MR. X, A PVT RATED PLT AT THE CTLS, WE EXPERIENCED A NORMAL TKOF, CLBOUT AND FLT TO AND FROM THE PRACTICE AREA. WE WERE IN THE PRACTICE AREA FOR ABOUT 45 MINS. WE ENTERED THE TFC PATTERN TO PRACTICE TOUCH-AND-GO LNDGS. AIRPLANE LANDED NORMALLY AND, AFTER A SHORT ROLL, PWR WAS APPLIED FOR THE TKOF PORTION OF THE TOUCH-AND-GO. AFTER OBTAINING A POSITIVE RATE OF CLB, SAFE ALT, AND SAFE AIRSPD, MR. X PUT THE GEAR UP AND CONTINUED THE TFC PATTERN FOR THE SECOND TOUCH-AND-GO. ABEAM THE TWR, SAFE AIRSPD WAS CONFIRMED, GEAR HANDLE WAS PLACED IN THE DOWN POS. WE HEARD THE GEAR MOTOR ACTIVATE, THE GEAR COMING DOWN, AND FELT THE GEAR JOLT INTO PLACE. MR. X AGAIN SAID '3 GREENS' AND I VERIFIED THE GEAR DOWN AND LOCKED WITH 3 GREEN LIGHT INDICATIONS ILLUMINATED. ON BASE LEG, DURING THE GUMPS CHK, THE 3 GREEN LIGHTS ON INDICATION WAS AGAIN OBSERVED. FINAL APCH WAS AT 85 MPH AND, ON SHORT FINAL, ONCE AGAIN THE 3 GREEN LIGHTS WERE ILLUMINATED AND THE INDICATION WAS CONFIRMED BY BOTH MR. X AND MYSELF. THE AIRPLANE LANDED NORMALLY AT AN AIRSPD OF APPROX 76 MPH JUST BEYOND THE NUMBERS ON RWY 25L AND STARTED A ROLLOUT ACROSS RWY 30. AS THE ACFT CROSSED RWY 30, APPROX 300 FT FROM WHERE WE TOUCHED DOWN, IT EXPERIENCED A LARGE AMOUNT OF NOSEWHEEL SHIMMY. I IMMEDIATELY PULLED THE YOKE BACK TO REDUCE THE AMOUNT OF WT ON THE NOSEWHEEL, AND ABORTED THE TOUCH-AND-GO. THIS ACTION RAISED THE NOSE OF THE ACFT SLIGHTLY AND REDUCED THE AMOUNT OF VIBRATION FELT. AS THE AIRPLANE SLOWED DOWN, THE NOSEWHEEL COLLAPSED AND THE ACFT SKIDDED ON THE CTRLINE OF THE RWY FOR APPROX 500 FT BEFORE COMING TO A COMPLETE STOP JUST L OF THE CTRLINE OF THE RWY. AT THIS POINT I SECURED THE ENG AND ACFT AND BOTH MR.X AND I DEPARTED THE PLANE. THE AIRPLANE CAME TO REST ON THE RWY STILL ON ITS MAIN GEAR, AND THE GREEN LIGHT INDICATIONS FOR THE 2 MAIN GEAR WERE ILLUMINATED AND SHOWED THAT THE 2 MAIN GEAR WERE LOCKED. THIS FACT WAS CONFIRMED BY MR. X AND WITNESSED BY BOTH THE ARPT POLICE OFFICERS WHEN THEY ARRIVED, AND BY THE ACFT WRECKAGE COMPANY THAT CAME TO REMOVE THE ACFT. WHEN THE WRECKAGE MAN SAW THAT THE MAIN GEAR WAS DOWN AND CONFIRMED GREEN LIGHT INDICATIONS OF LOCKED, HE CHOSE TO MOVE THE ACFT BY LIFTING THE NOSE OF THE AIRPLANE AND TOWING IT ON THE MAIN GEAR. AFTER HE LIFTED THE NOSE AND STARTED MOVING THE PLANE, THE L GEAR STARTED TO COLLAPSE. HE STOPPED, HAD SEVERAL PEOPLE HELP HIM LIFT THE WING AND PULL THE GEAR BACK DOWN. AS HE DID THIS, THE R WHEEL STARTED TO COLLAPSE. HE ONCE AGAIN HAD PEOPLE HELP HIM LIFT THE R WING, THIS CAUSED THE L WING TO FALL RAPIDLY AND DAMAGE THE WING. AS HE MOVED AWAY, THE R WING FELL ALSO CAUSING DAMAGE TO IT. SUBSEQUENT INVESTIGATION BY A MECH REVEALED THAT THE NOSEWHEEL LOCKING PIN AND BUSHING HAD BEEN SHEARED OFF AT SOME TIME DURING THE FLT.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.