Narrative:

The landing gear was placed in the down position with only the nose gear and the right main gear indicating down and locked. The gear cycled up and down, same results were observed. The proper checklist of manual gear extension was followed, the same conditions still existed (left main wheel indication not down and locked). At this time I requested that one of my passenger who is pilot rated to perform a visual inspection from the aft rear view window which allows a good visual view to the main landing gear and compare it to the right main gear. The pilot is familiar with the aircraft and has stated that both main gears compare equally, down and locked. At this time I elected to perform a fly-by by the tower to obtain a visual inspection from tower as well. The fly-by was performed and tower indicated that the left main gear appears to be down and locked. Although that was a valid observation, but as the PIC and for the safety of passenger, that was not satisfactory to comply with ATC clearance. Gear appears to be down and locked, cleared to reenter right downwind runway 9R cleared to land. My response before landing while on right base runway 9R request a low approach with a southeast departure over the water to perform g-load maneuvers to force the left main gear down. The maneuvers were performed with the same indication. At this time I repeated the steps for manual gear extension after everything else kept the same indication. After the steps were repeated I was no longer getting warning horn indication when the throttle was retarded indicating the gear is down and locked, though the left main gear light was out. With the warning horn indicating that gear is down and locked and all other resources from visual inspection to fly-by and tower observation all indicated that the gear was down and locked and virtually was a microswitch failure and in fact the gear is down and locked. I did not declare an emergency based on the resources. I was cleared to land. A soft landing was performed on the right main gear, followed by a smooth touchdown on the left main. Aircraft rolled for approximately 700-1000 ft and a crack was heard by a witness on the ground. Thereafter the aircraft still rolled for additional 50- 100 ft and collapsed on the left side (light braking was applied prior to the collapse). Skidded to the left side of the runway and eventually to the grass side off the runway.

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Original NASA ASRS Text

Title: SMT HAD L MAIN GEAR UNSAFE LIGHT. L GEAR COLLAPSED DURING LNDG ROLL.

Narrative: THE LNDG GEAR WAS PLACED IN THE DOWN POS WITH ONLY THE NOSE GEAR AND THE R MAIN GEAR INDICATING DOWN AND LOCKED. THE GEAR CYCLED UP AND DOWN, SAME RESULTS WERE OBSERVED. THE PROPER CHKLIST OF MANUAL GEAR EXTENSION WAS FOLLOWED, THE SAME CONDITIONS STILL EXISTED (L MAIN WHEEL INDICATION NOT DOWN AND LOCKED). AT THIS TIME I REQUESTED THAT ONE OF MY PAX WHO IS PLT RATED TO PERFORM A VISUAL INSPECTION FROM THE AFT REAR VIEW WINDOW WHICH ALLOWS A GOOD VISUAL VIEW TO THE MAIN LNDG GEAR AND COMPARE IT TO THE R MAIN GEAR. THE PLT IS FAMILIAR WITH THE ACFT AND HAS STATED THAT BOTH MAIN GEARS COMPARE EQUALLY, DOWN AND LOCKED. AT THIS TIME I ELECTED TO PERFORM A FLY-BY BY THE TWR TO OBTAIN A VISUAL INSPECTION FROM TWR AS WELL. THE FLY-BY WAS PERFORMED AND TWR INDICATED THAT THE L MAIN GEAR APPEARS TO BE DOWN AND LOCKED. ALTHOUGH THAT WAS A VALID OBSERVATION, BUT AS THE PIC AND FOR THE SAFETY OF PAX, THAT WAS NOT SATISFACTORY TO COMPLY WITH ATC CLRNC. GEAR APPEARS TO BE DOWN AND LOCKED, CLRED TO REENTER R DOWNWIND RWY 9R CLRED TO LAND. MY RESPONSE BEFORE LNDG WHILE ON R BASE RWY 9R REQUEST A LOW APCH WITH A SE DEP OVER THE WATER TO PERFORM G-LOAD MANEUVERS TO FORCE THE L MAIN GEAR DOWN. THE MANEUVERS WERE PERFORMED WITH THE SAME INDICATION. AT THIS TIME I REPEATED THE STEPS FOR MANUAL GEAR EXTENSION AFTER EVERYTHING ELSE KEPT THE SAME INDICATION. AFTER THE STEPS WERE REPEATED I WAS NO LONGER GETTING WARNING HORN INDICATION WHEN THE THROTTLE WAS RETARDED INDICATING THE GEAR IS DOWN AND LOCKED, THOUGH THE L MAIN GEAR LIGHT WAS OUT. WITH THE WARNING HORN INDICATING THAT GEAR IS DOWN AND LOCKED AND ALL OTHER RESOURCES FROM VISUAL INSPECTION TO FLY-BY AND TWR OBSERVATION ALL INDICATED THAT THE GEAR WAS DOWN AND LOCKED AND VIRTUALLY WAS A MICROSWITCH FAILURE AND IN FACT THE GEAR IS DOWN AND LOCKED. I DID NOT DECLARE AN EMER BASED ON THE RESOURCES. I WAS CLRED TO LAND. A SOFT LNDG WAS PERFORMED ON THE R MAIN GEAR, FOLLOWED BY A SMOOTH TOUCHDOWN ON THE L MAIN. ACFT ROLLED FOR APPROX 700-1000 FT AND A CRACK WAS HEARD BY A WITNESS ON THE GND. THEREAFTER THE ACFT STILL ROLLED FOR ADDITIONAL 50- 100 FT AND COLLAPSED ON THE L SIDE (LIGHT BRAKING WAS APPLIED PRIOR TO THE COLLAPSE). SKIDDED TO THE L SIDE OF THE RWY AND EVENTUALLY TO THE GRASS SIDE OFF THE RWY.

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.