Narrative:

On taking off from latrobe the gear would not retract. After making a low pass at allegheny county to have the tower confirm gear down a landing was attempted. When the aircraft had rolled out approximately 300-400' it started to vibrate. Soon after the vibrations were felt the aircraft swerved to the left and proceeded to slide sideways down the runway approximately 150-200'. The aircraft went off the edge of the runway at which time the right main gear collapsed. There were no injuries and no damage to the aircraft other than to the right main gear and wing skin. On examining the logs it was found that an airworthiness directive had not been complied with. The airworthiness directive was on the bendix magnetos which were no factor in the incident. The plane had been annualed before we purchased it at 952 tt the airworthiness directive was due at 955 tt. While reviewing the logs during the pre purchase I did not notice the airworthiness directive that was already past due. I feel that all recurring airworthiness directive notes should be listed and given directly to the owner on a separate sheet so that they are made aware. Particularly it the airworthiness directive is due within the next 100 hour normal inspection period. As far as the landing incident goes, the problem was found to be a broken weld on the left strut that allowed the left wheel to pivot and caused the plane to swerve sideways. The only way to prevent this from occurring would be to have the weld checked at some intervals. I'm not sure if that is practical or not.

Google
 

Original NASA ASRS Text

Title: GA SMA GEAR RETRACTION PROBLEM THEN GEAR COLLAPSED ON LNDG. REPORTER AND NEW OWNER OF ACFT DISCOVERED AN AIRWORTHINESS DIRECTIVE THAT HAD NOT BEEN COMPLIED WITH. AIRWORTHINESS DIRECTIVE HAD NO IMPACT ON GEAR PROBLEM AND WAS DISCOVERED AFTER THE INCIDENT.

Narrative: ON TAKING OFF FROM LATROBE THE GEAR WOULD NOT RETRACT. AFTER MAKING A LOW PASS AT ALLEGHENY COUNTY TO HAVE THE TWR CONFIRM GEAR DOWN A LNDG WAS ATTEMPTED. WHEN THE ACFT HAD ROLLED OUT APPROX 300-400' IT STARTED TO VIBRATE. SOON AFTER THE VIBRATIONS WERE FELT THE ACFT SWERVED TO THE LEFT AND PROCEEDED TO SLIDE SIDEWAYS DOWN THE RWY APPROX 150-200'. THE ACFT WENT OFF THE EDGE OF THE RWY AT WHICH TIME THE RIGHT MAIN GEAR COLLAPSED. THERE WERE NO INJURIES AND NO DAMAGE TO THE ACFT OTHER THAN TO THE RIGHT MAIN GEAR AND WING SKIN. ON EXAMINING THE LOGS IT WAS FOUND THAT AN AIRWORTHINESS DIRECTIVE HAD NOT BEEN COMPLIED WITH. THE AIRWORTHINESS DIRECTIVE WAS ON THE BENDIX MAGNETOS WHICH WERE NO FACTOR IN THE INCIDENT. THE PLANE HAD BEEN ANNUALED BEFORE WE PURCHASED IT AT 952 TT THE AIRWORTHINESS DIRECTIVE WAS DUE AT 955 TT. WHILE REVIEWING THE LOGS DURING THE PRE PURCHASE I DID NOT NOTICE THE AIRWORTHINESS DIRECTIVE THAT WAS ALREADY PAST DUE. I FEEL THAT ALL RECURRING AIRWORTHINESS DIRECTIVE NOTES SHOULD BE LISTED AND GIVEN DIRECTLY TO THE OWNER ON A SEPARATE SHEET SO THAT THEY ARE MADE AWARE. PARTICULARLY IT THE AIRWORTHINESS DIRECTIVE IS DUE WITHIN THE NEXT 100 HR NORMAL INSPECTION PERIOD. AS FAR AS THE LNDG INCIDENT GOES, THE PROBLEM WAS FOUND TO BE A BROKEN WELD ON THE LEFT STRUT THAT ALLOWED THE LEFT WHEEL TO PIVOT AND CAUSED THE PLANE TO SWERVE SIDEWAYS. THE ONLY WAY TO PREVENT THIS FROM OCCURRING WOULD BE TO HAVE THE WELD CHECKED AT SOME INTERVALS. I'M NOT SURE IF THAT IS PRACTICAL OR NOT.

Data retrieved from NASA's ASRS site as of August 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.