Narrative:

I experienced a 2 fold emergency situation, i.e., complete radio failure, and collapsed left main gear on landing rollout. After departure from haskell (after 2 takeoffs and lndgs) I proceeded inbound to tul. At about 8 mi out, I was not receiving any more radar vectors. I attempted radio contact, no contact. I squawked 7700 1 min and 7600 for remainder of the flight. After airport in sight, I proceeded to tower for lights signal, green signal was verified. Proceeded to downwind, gear down, no green lights. Emergency extension actuated, felt gear aerodynamically, pull power to 12 inch manifold pressure, no gear horn. Proceeded to fly by tower for verification of a safe or unsafe gear by use of alternating red and green light, no lights noted. When passing by tower, I saw tower personnel outside tower waving me in for landing after I had yawed and banked the airplane on the go around. Proceeded inbound for landing on 36. Seconds after touchdown, left main collapsed. The mechanic said there was no engine or propeller damage and light damage to left flap and flap hinge. Light damage to wing tip. FAA inspector wrote in report that it is an incident, and that it was closed. Although the WX was VFR, it was freezing rain and ice starting to adhere to windshield. I believe that some moisture got in the gear system and froze or weakened the gear pump. After follow-up checks with the mechanic, he stated that there was a weak pump in the gear system. In my opinion, after the emergency extension failed to extend the gear, I believe that I had to eventually come in. My choice was based on the ice accumulating on the wing and windscreen and the absence of the alternating red and green lights plus the physical indications from the tower to go ahead and land.

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Original NASA ASRS Text

Title: AN SMA FRY PLT HAD A COMPLETE RADIO FAILURE IN VMC. HIS L GEAR COLLAPSED ON LNDG.

Narrative: I EXPERIENCED A 2 FOLD EMER SIT, I.E., COMPLETE RADIO FAILURE, AND COLLAPSED L MAIN GEAR ON LNDG ROLLOUT. AFTER DEP FROM HASKELL (AFTER 2 TKOFS AND LNDGS) I PROCEEDED INBOUND TO TUL. AT ABOUT 8 MI OUT, I WAS NOT RECEIVING ANY MORE RADAR VECTORS. I ATTEMPTED RADIO CONTACT, NO CONTACT. I SQUAWKED 7700 1 MIN AND 7600 FOR REMAINDER OF THE FLT. AFTER ARPT IN SIGHT, I PROCEEDED TO TWR FOR LIGHTS SIGNAL, GREEN SIGNAL WAS VERIFIED. PROCEEDED TO DOWNWIND, GEAR DOWN, NO GREEN LIGHTS. EMER EXTENSION ACTUATED, FELT GEAR AERODYNAMICALLY, PULL PWR TO 12 INCH MANIFOLD PRESSURE, NO GEAR HORN. PROCEEDED TO FLY BY TWR FOR VERIFICATION OF A SAFE OR UNSAFE GEAR BY USE OF ALTERNATING RED AND GREEN LIGHT, NO LIGHTS NOTED. WHEN PASSING BY TWR, I SAW TWR PERSONNEL OUTSIDE TWR WAVING ME IN FOR LNDG AFTER I HAD YAWED AND BANKED THE AIRPLANE ON THE GAR. PROCEEDED INBOUND FOR LNDG ON 36. SECONDS AFTER TOUCHDOWN, L MAIN COLLAPSED. THE MECH SAID THERE WAS NO ENG OR PROP DAMAGE AND LIGHT DAMAGE TO L FLAP AND FLAP HINGE. LIGHT DAMAGE TO WING TIP. FAA INSPECTOR WROTE IN RPT THAT IT IS AN INCIDENT, AND THAT IT WAS CLOSED. ALTHOUGH THE WX WAS VFR, IT WAS FREEZING RAIN AND ICE STARTING TO ADHERE TO WINDSHIELD. I BELIEVE THAT SOME MOISTURE GOT IN THE GEAR SYS AND FROZE OR WEAKENED THE GEAR PUMP. AFTER FOLLOW-UP CHKS WITH THE MECH, HE STATED THAT THERE WAS A WEAK PUMP IN THE GEAR SYS. IN MY OPINION, AFTER THE EMER EXTENSION FAILED TO EXTEND THE GEAR, I BELIEVE THAT I HAD TO EVENTUALLY COME IN. MY CHOICE WAS BASED ON THE ICE ACCUMULATING ON THE WING AND WINDSCREEN AND THE ABSENCE OF THE ALTERNATING RED AND GREEN LIGHTS PLUS THE PHYSICAL INDICATIONS FROM THE TWR TO GO AHEAD AND LAND.

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