Cessna Single Piston Undifferentiated or Other Model
Air Traffic Control Fully Certified; Flight Crew Sport / Recreational
Air Traffic Control Military 25; Air Traffic Control Radar 10; Air Traffic Control Supervisory 25; Flight Crew Last 90 Days 14; Flight Crew Total 173; Flight Crew Type 91
Training / Qualification
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Aircraft Aircraft Damaged
Human Factors; Aircraft
On final I was lined up on the centerline with my aim point at the touchdown white stripes. My rate of descent looked good for the aim point and I pulled back the power to idle just prior to the runway threshold. Nose was in standard parameters. Touchdown on main gear was a little more firm than normal; resulting in a bounce. I was about two feet right of centerline and near the white touchdown stripes. I reestablished flare attitude. My focus was on keeping plane in a proper attitude and maintaining good directional control. I decided that the bounce was shallow enough not to need additional power or to initiate a go around. After recovering from the bounce I believe I touched down on the main gear first; lowering the nose gear. After a slight delay the nose gear collapsed and I skidded to the left side of the runway. I had no prior indication of any problems with the nose gear. After screeching to an unexpected finish I turned off all the switches and waited for the emergency responders.  POSSIBLE CORRECTIVE ACTIONS: a. Place more emphasis on bounce recovery during both training and flight reviews.  1). Do not lower nose after bounce.  2). Add power to cushion next touch down or add full power to go around.  3). Pay close attention to proper landing attitude.  4). Keep pulling back on yoke/stick until you have stopped.         b. Review causal factors for bounces including; but necessary limited to: 1). Coming in too fast. 2). Maintaining appropriate speed throughout pattern. 3). When to flare. 4). Proper use of trim. Both pilots and maintenance personnel need to be reminded of the possibility that light-sport aircraft have more delicate nose gear systems. Because of the light-sport weight restrictions the landing gear may be more susceptible to damage/failure than conventional aircraft. Pilots need to keep the plane in a proper attitude to reduce the problems associated with this issue. Maintenance personnel need to perform thorough stress checks on the 100 hour and Annual Inspections. This could be done using fluoroscopy or whatever means is available. An alert mechanic may be able to detect a weakened/damaged gear system. Unfortunately; not too many pilots are willing to ask for a stress test after a harsh landing on a rental aircraft. It is a possibility that the next pilot may become the victim of this oversight.
C162 pilot reported the nose gear collapsed after a bounced landing.