Narrative:

Ce-560XL aircraft with high cycles. I was assigned as a lead technician to two aircraft: aircraft X; a ce-560XL which was in inspection and aircraft Y; another CE560XL that had just had an inspection. However; on the previous night; during the post maintenance flight control check of aircraft Y; a discrepancy was found with the aileron/rudder interconnect. This was troubleshot and the new part was installed and I completed the reinspection of the installation. Later that night [early morning] when mechanic a was starting the post check he informed me that the left-hand (left/H) main gear was sitting on the main tire. I went over and verified that this was the case and then noticed that the right/H main gear oleo had also collapsed but not completely; still having about one inch of [gear] barrel showing. There was no evidence of hydraulic fluid leakage on the floor or the [main gear] struts; but the tires showed evidence of chemical burn; indicative of skydrol coming into contact with the rubber. We jacked aircraft Y and upon further inspection for damage; (because the aircraft had been moved outside for engine runs and not knowing when the oleos collapsed); found that the left/H main tire had worn through the paint [on the main gear] and had started to polish the base metal of the gear. We attempted a full service of the oleo I.a.west. CE560XL maintenance manual (M/M) 12-14-00 which turned out unsuccessful. The oleo started to leak fluid out of the top seals intermittently. At this point I had the mechanics a and B stop and created two discrepancies items on the work order and then ordered two new oleos and hardware for the left and right gear.my concern is that when the left/H oleo collapsed; it allowed the main gear casting to come into contact with the tire. If this were to happen in flight before landing; [then] during taxi it could cause a catastrophic failure of the tire resulting in damage to the aircraft and possible injury or death to the occupants. [Recommend] some form of a mechanical/physical type of safeguard to prevent the gear from coming into contact with the tire if the oleo were to collapse; maybe some kind of internal stop.

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Original NASA ASRS Text

Title: A Lead Aircraft Maintenance Technician reports the left-hand (L/H) main landing gear (MLG) oleo strut on a CE-560XL aircraft had collapsed; allowing the L/H MLG casting to come in contact with the single main gear tire. The right MLG oleo had also collapsed. Reporter expressed concern for a catastrophic failure of the single main tire and aircraft safety.

Narrative: CE-560XL aircraft with high cycles. I was assigned as a Lead Technician to two aircraft: Aircraft X; a CE-560XL which was in inspection and Aircraft Y; another CE560XL that had just had an inspection. However; on the previous night; during the Post Maintenance Flight Control Check of aircraft Y; a discrepancy was found with the aileron/rudder interconnect. This was troubleshot and the new part was installed and I completed the reinspection of the installation. Later that night [early morning] when Mechanic A was starting the Post Check he informed me that the left-hand (L/H) main gear was sitting on the main tire. I went over and verified that this was the case and then noticed that the R/H main gear oleo had also collapsed but not completely; still having about one inch of [gear] barrel showing. There was no evidence of hydraulic fluid leakage on the floor or the [main gear] struts; but the tires showed evidence of chemical burn; indicative of Skydrol coming into contact with the rubber. We jacked Aircraft Y and upon further inspection for damage; (because the aircraft had been moved outside for engine runs and not knowing when the oleos collapsed); found that the L/H main tire had worn through the paint [on the main gear] and had started to polish the base metal of the gear. We attempted a full service of the oleo I.A.W. CE560XL Maintenance Manual (M/M) 12-14-00 which turned out unsuccessful. The oleo started to leak fluid out of the top seals intermittently. At this point I had the mechanics A and B stop and created two discrepancies items on the Work Order and then ordered two new oleos and hardware for the left and right gear.My concern is that when the L/H oleo collapsed; it allowed the main gear casting to come into contact with the tire. If this were to happen in flight before landing; [then] during taxi it could cause a catastrophic failure of the tire resulting in damage to the aircraft and possible injury or death to the occupants. [Recommend] some form of a mechanical/physical type of safeguard to prevent the gear from coming into contact with the tire if the oleo were to collapse; maybe some kind of internal stop.

Data retrieved from NASA's ASRS site as of July 2013 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.