Narrative:

I was flying into ZZZ; landing with wind starboard from 240 at 16 G28. The arrow's right gear retracted after landing as the right wing lost lift during braking. Gear indication was all three gear down while in descent and on approach. There was no indication of side-loading as the right gear was the off-crab side during approach. Nevertheless; the approach was made in a modest slip rather than a crab angle. The wings were brought level while in ground effect. There were no injuries and only surface abrasion to the extremities of the right wing. Damage to the underside of the right wing behind the jack point was made by the towing company sent to assist in removing the aircraft from the runway. Further detail; including GPS flight path data; ASOS data as recorded at the time of the incident; and photos of the airframe; the gear; and a runway view of the marks/path from the left gear to the point of rest have been provided to the FBO from where the aircraft was rented and may accompany this report.I got my weather and made my first call to CTAF at 20 miles. I chose a runway and calculated a max crosswind component of 6 kts. From starboard. At 10 miles I made my second call to CTAF and extended the gear at 120 kts. I got all three indications and announced; 'I have three green. Gear is down.' as airspeed came down I brought in flaps at 5 miles and went through my gumps check. Each time I brought in flaps; I announced 'gear is down' as part of my routine. At about 2 miles I was at pattern altitude and pitched for 80 kts. I was a little higher on my approach speed to anticipate a possible wind shear with the gusting wind reported. The wind picked up and I put in left rudder and right aileron to coordinate my approach. I was a little left of the runway at this point; but on track to pick up the glide path. I banked a little more aggressively and kept my eye on the airspeed which bounced a little. At 500 ft.; I was coordinated and at my desired airspeed. I made my final announcement; ' I have 80 I'm coordinated; gear is down.' my flight path into ZZZ to touchdown from the gdl 52 GPS and garmin pilot show a straight-in approach.once I entered ground effect I was able to ease out the left rudder and bring the wings level; conscious not to come out too far and side-load the left gear. I knew I had enough runway and a strong headwind; so I just let it float a bit and let it settle down. I had drifted left of centerline at this point; but did not put in right rudder to compensate; again not wanting to side-load the left gear. The stall horn chirped intermittently as I touched down on both gear and I began a long arc back toward centerline. The pictures show marks from the left wheel on the pavement in this arc; but none from the right. I brought it around without abrupt control; again trying not to put too much pressure on the left gear. I was braking at this point and the plane began listing to the right. I was first aware that the right wing was dipping and; probably not a good idea with a crosswind; put in left aileron to keep it up. By this time the gear horn was going off. The plane continued to sink like a ship going down and rested on the foot peg. The little peg saved the prop; the gear components and the whole length of the wing except the very trailing edge of the fiberglass fairing and a few inches of sheet metal at the tip. What a champ! There was no other damage.if there had been a qualified mechanic on site to repair whatever the issue [was] with the gear; I would have had no qualms flying it back until the tow company assisting the airport in getting the plane from the runway slipped the jack on the jack point and punched a hole at the inspection plate behind it. As a side note; the avedyne crapped out/data issue 10 minutes after departing. I lost GPS and the traffic link to the GTX345. It may be that a simple restart would have corrected it; but there is no isolated power switch and the manual doesn't provideany information. Obviously this is low priority; but I felt it worth mentioning. I had a gdl 52 and garmin pilot as backup; so I just used the G5 and heading and altitude modes on the autopilot. It is my belief that although the right gear limit switch lighted the indication; the gear never fully locked in place. There was no abrupt mechanical failure; no shock or vibration; just a gradual sinking of the right gear as the right wing lost lift during braking.

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Original NASA ASRS Text

Title: PA-28 Pilot Flying reported a main landing gear collapse upon landing.

Narrative: I was flying into ZZZ; landing with wind starboard from 240 at 16 G28. The Arrow's right gear retracted after landing as the right wing lost lift during braking. Gear indication was all three gear down while in descent and on approach. There was no indication of side-loading as the right gear was the off-crab side during approach. Nevertheless; the approach was made in a modest slip rather than a crab angle. The wings were brought level while in ground effect. There were no injuries and only surface abrasion to the extremities of the right wing. Damage to the underside of the right wing behind the jack point was made by the towing company sent to assist in removing the aircraft from the runway. Further detail; including GPS flight path data; ASOS data as recorded at the time of the incident; and photos of the airframe; the gear; and a runway view of the marks/path from the left gear to the point of rest have been provided to the FBO from where the aircraft was rented and may accompany this report.I got my weather and made my first call to CTAF at 20 miles. I chose a runway and calculated a max crosswind component of 6 kts. from starboard. At 10 miles I made my second call to CTAF and extended the gear at 120 kts. I got all three indications and announced; 'I have three green. Gear is down.' As airspeed came down I brought in flaps at 5 miles and went through my GUMPS check. Each time I brought in flaps; I announced 'gear is down' as part of my routine. At about 2 miles I was at pattern altitude and pitched for 80 kts. I was a little higher on my approach speed to anticipate a possible wind shear with the gusting wind reported. The wind picked up and I put in left rudder and right aileron to coordinate my approach. I was a little left of the runway at this point; but on track to pick up the glide path. I banked a little more aggressively and kept my eye on the airspeed which bounced a little. At 500 ft.; I was coordinated and at my desired airspeed. I made my final announcement; ' I have 80 I'm coordinated; gear is down.' My flight path into ZZZ to touchdown from the GDL 52 GPS and Garmin Pilot show a straight-in approach.Once I entered ground effect I was able to ease out the left rudder and bring the wings level; conscious not to come out too far and side-load the left gear. I knew I had enough runway and a strong headwind; so I just let it float a bit and let it settle down. I had drifted left of centerline at this point; but did not put in right rudder to compensate; again not wanting to side-load the left gear. The stall horn chirped intermittently as I touched down on both gear and I began a long arc back toward centerline. The pictures show marks from the left wheel on the pavement in this arc; but none from the right. I brought it around without abrupt control; again trying not to put too much pressure on the left gear. I was braking at this point and the plane began listing to the right. I was first aware that the right wing was dipping and; probably not a good idea with a crosswind; put in left aileron to keep it up. By this time the gear horn was going off. The plane continued to sink like a ship going down and rested on the foot peg. The little peg saved the prop; the gear components and the whole length of the wing except the very trailing edge of the fiberglass fairing and a few inches of sheet metal at the tip. What a champ! There was no other damage.If there had been a qualified Mechanic on site to repair whatever the issue [was] with the gear; I would have had no qualms flying it back until the tow company assisting the airport in getting the plane from the runway slipped the jack on the jack point and punched a hole at the inspection plate behind it. As a side note; the Avedyne crapped out/data issue 10 minutes after departing. I lost GPS and the traffic link to the GTX345. It may be that a simple restart would have corrected it; but there is no isolated power switch and the manual doesn't provideany information. Obviously this is low priority; but I felt it worth mentioning. I had a GDL 52 and Garmin Pilot as backup; so I just used the G5 and HDG and ALT modes on the autopilot. It is my belief that although the right gear limit switch lighted the indication; the gear never fully locked in place. There was no abrupt mechanical failure; no shock or vibration; just a gradual sinking of the right gear as the right wing lost lift during braking.

Data retrieved from NASA's ASRS site 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.