NTSB Factual Report

On September 15, 2002, about 1003 eastern daylight time, a Cessna 310L, N73NR, registered to a private individual, experienced collapse of the right main landing gear during the landing roll at the Dekalb-Peachtree Airport, Atlanta, Georgia. Instrument meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the commercial-rated pilot and one pilot-rated passenger were not injured. The flight originated at 0940, from the Newnan Coweta County Airport, Newnan, Georgia.

The pilot stated that she performed a VOR approach to runway 27 using the autopilot and maintained 120 miles-per-hour (mph) until the "[visual descent point]", at which point the runway was in sight. Full flaps were extended at the visual descent point and the airplane was landed on the wet runway approximately 1,500 feet from the approach end of the 3,800-foot runway between 80 and 85 mph. She announced to the passenger of having no braking, retracted the flaps, and again announced, "...still no brakes." She reported that the airplane did not begin to slow until the flaps were raised. The airplane traveled off the end of the runway at which time a left skid was initiated; the airplane slowed to approximately 10 mph or less when the right main landing gear collapsed. She further reported, "Note: this runway has been seal coated with black paint sealer. It is very slick when wet. Much more so than asphalt."

The pilot-rated passenger stated the autopilot was engaged and used to the minimum descent altitude (MDA), with a speed of 120 mph. When the flight was at the [visual descent point] the runway became visible and the autopilot was disengaged. At that time full flaps were selected and the power was reduced to 15 inHg. He did not observe the airspeed indicator during the descent and reported the airplane touched down about 1,500 feet from the approach end of the runway. The pilot announced a couple of seconds later of "no braking" and she raised the flaps. The airplane began to slow but, "not quickly." Seeing the airplane would not stop on the runway he helped place the airplane in a skid which quickly slowed the airplane. Just before the airplane came to rest the right main landing gear collapsed. A copy of this passenger statement is an attachment to this report.

Examination of the airplane and accident site was performed by an FAA inspector-in-charge (FAA-IIC). According to the FAA-IIC, examination of the main landing gear tires revealed the damage was consistent with hydroplaning. Additionally, the inspector reported, "Tread reversal is evident particularly on the right main tire. Both tires had a section of approximately 10 inches long across the entire width where tread separation was evident." A copy of the inspector statement is an attachment to this report.

According to a document submitted by The LPA Group Inc., to the DeKalb-Peachtree Airport Director, crack sealing and coal-tar sealer/rejuvenator of runway 09/27 was accomplished in phases which ended on April 1, 2002, and March 11, 2002, respectively. Following crack sealing and coal-tar sealer/rejuvenator of the runway, wet friction tests of the runway surface were performed both on treated and untreated areas of the runway. The treated runway surface experienced a loss of 0.05 to 0.08 Mu (friction coefficient value) when compared with the untreated area, but the total treated area had an average of 0.72 Mu. The wet friction test of the runway was accomplished from the approach end of the runway to a point approximately 1,500 feet down the runway. A copy of the provided document is an attachment to this report.

Review of FAA Advisory Circular (AC) 150/5320-12C, dated March 18, 1997, revealed a table which depicts guidelines for friction values of runway surfaces for new construction, maintenance planning, and minimum friction. The table indicates that new design/construction Mu value is .72, while the maintenance planning Mu value is .52. The minimum Mu value is .42. A copy of the advisory circular is an attachment to this report.

The airport director reported that there have been no verbal or written complaints to his office following the crack sealing/seal coating was accomplished. Additionally, his staff are not aware of any problems related to the crack sealing/seal coating. A copy of the letter from the airport director is an attachment to this report.

Review of the Aeronautical Information Manual (AIM) dated February 21, 2002, and change 1 dated August 8, 2002, revealed in August 2002, special notice titled, "Pilot Operational Considerations When Flying Nonprecision Approaches" was incorporated on pages 5-4-17 and 5-4-18. The special notice states in part that pilots are cautioned that descent from the MDA at the missed approach point (MAP) may be inadvisable or impossible, on a nonprecision approach even if current weather conditions meet the published ceiling and visibility. The aircraft's speed, height above runway, descent rate, and runway length need to be considered by the pilot to determine if a safe landing can be accomplished. Excerpts from the AIM are an attachment to this report.

Runway 27 is 3,378 feet long and slopes up 0.7 percent. Review of the "Landing Performance" chart contained in the airplane owner's manual revealed that based on the estimated airplane gross weight at the time of the accident (approximately 4,400 pounds), and a pressure altitude of 1,250 feet and the notes contained in the chart, the ground roll distance is 720 feet and the total distance over a 50-foot obstacle is 1,301 feet. The notes in the chart do not specify distance to add when landing on a wet runway or distance to subtract due to an upsloping runway. Excerpts from the owner's manual are an attachment to this report.

NTSB Probable Cause

The pilot's misjudgment of speed/altitude and her failure to perform a go-around.