Narrative:

On apr/sat/95, I departed from grand canyon airport at approximately AB00 pm en route to henderson sky airport. While en route I received a clearance from ATC for the ridge 1 arrival into sky harbor airport. Upon reaching the ridge (7 NM southeast for L15), radar service was terminated and a frequency change was approved. I then contacted sky harbor unicom on 122.80 and received airport advisories for sky harbor. The winds were reported to be out of the south at approximately 6-8 KTS. I continued inbound and entered on a right crosswind for runway 18 at 3400 ft (tpa) for sky harbor. Approach flaps were set at 15 degrees. Once abeam the numbers for runway 18, I selected the landing gear handle in the down position. The airspeed was well below 140 KIAS for gear extension. The gear position lights indicated 1 green for the left main, 1 green for the nose and the right main did not receive an indication on the light. At that point, I then turned base leg to final and maintained the altitude and proceeded to execute a go around (rejected landing). Upon executing the go around, I turned crosswind leg and proceeded west. I then cycled the landing gear, referred to the checklist, and continued to trouble-shoot the situation. I changed the bulbs on the position lights. I extended the flaps below 15 degrees and received no gear unsafe warning horn. I then reduced the power below 13 inches manifold pressure and again received no gear unsafe warning horn. I then contacted company on the ground at sky harbor airport and executed south low approach to verify that both the left and right main gear and nose gear appeared in the down position. Upon verifying on more than 1 occasion with company that the gear was down and after completing the trouble-shooting process, I then proceeded to enter the traffic pattern at sky harbor for landing on runway 18. I approached with full flaps and proceeded to land by touching down on the left main gear first while keeping the right main off of the runway for as long as practicable for precautionary reasons. The right main then slowly touched down. On the rollout on the runway the aircraft dipped to the right and the gear unsafe horn then sounded. The aircraft proceeded down runway 18 and then came to a rest. While the aircraft was proceeding prior to its rest, I gang barred the master switch and magnetos. I then selected the fuel selectors to the off position. Once the aircraft came to rest, I evacuated the passenger from the aircraft and secured the area. My responsibility and goal throughout this event was to get my passenger on the ground safely. Based upon all of the information I had gathered through the process of trouble-shooting and verification, I as the PIC made a solid and sound decision in the best interest of the situation at that time. The aircraft that was involved in this incident has been grounded in the past on more than 1 occasion due to reported landing gear problems. The aircraft had been having problems with the landing gear position lights. There have been other pilots who have experienced problems with the landing gear lights while in flight in the past. The director of operations had flown this particular aircraft in the past and encountered the same problem. In the past, the aircraft went in to receive a new paint job. Having returned from the paint shop, the aircraft has appeared to have had landing gear problems on more than 1 occasion. The flight that took place in this aircraft on the day of the incident was the first flight after the aircraft returned from maintenance.

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Original NASA ASRS Text

Title: R MAIN GEAR COLLAPSED AFTER LNDG.

Narrative: ON APR/SAT/95, I DEPARTED FROM GRAND CANYON ARPT AT APPROX AB00 PM ENRTE TO HENDERSON SKY ARPT. WHILE ENRTE I RECEIVED A CLRNC FROM ATC FOR THE RIDGE 1 ARR INTO SKY HARBOR ARPT. UPON REACHING THE RIDGE (7 NM SE FOR L15), RADAR SVC WAS TERMINATED AND A FREQ CHANGE WAS APPROVED. I THEN CONTACTED SKY HARBOR UNICOM ON 122.80 AND RECEIVED ARPT ADVISORIES FOR SKY HARBOR. THE WINDS WERE RPTED TO BE OUT OF THE S AT APPROX 6-8 KTS. I CONTINUED INBOUND AND ENTERED ON A R XWIND FOR RWY 18 AT 3400 FT (TPA) FOR SKY HARBOR. APCH FLAPS WERE SET AT 15 DEGS. ONCE ABEAM THE NUMBERS FOR RWY 18, I SELECTED THE LNDG GEAR HANDLE IN THE DOWN POS. THE AIRSPD WAS WELL BELOW 140 KIAS FOR GEAR EXTENSION. THE GEAR POS LIGHTS INDICATED 1 GREEN FOR THE L MAIN, 1 GREEN FOR THE NOSE AND THE R MAIN DID NOT RECEIVE AN INDICATION ON THE LIGHT. AT THAT POINT, I THEN TURNED BASE LEG TO FINAL AND MAINTAINED THE ALT AND PROCEEDED TO EXECUTE A GAR (REJECTED LNDG). UPON EXECUTING THE GAR, I TURNED XWIND LEG AND PROCEEDED W. I THEN CYCLED THE LNDG GEAR, REFERRED TO THE CHKLIST, AND CONTINUED TO TROUBLE-SHOOT THE SIT. I CHANGED THE BULBS ON THE POS LIGHTS. I EXTENDED THE FLAPS BELOW 15 DEGS AND RECEIVED NO GEAR UNSAFE WARNING HORN. I THEN REDUCED THE PWR BELOW 13 INCHES MANIFOLD PRESSURE AND AGAIN RECEIVED NO GEAR UNSAFE WARNING HORN. I THEN CONTACTED COMPANY ON THE GND AT SKY HARBOR ARPT AND EXECUTED S LOW APCH TO VERIFY THAT BOTH THE L AND R MAIN GEAR AND NOSE GEAR APPEARED IN THE DOWN POS. UPON VERIFYING ON MORE THAN 1 OCCASION WITH COMPANY THAT THE GEAR WAS DOWN AND AFTER COMPLETING THE TROUBLE-SHOOTING PROCESS, I THEN PROCEEDED TO ENTER THE TFC PATTERN AT SKY HARBOR FOR LNDG ON RWY 18. I APCHED WITH FULL FLAPS AND PROCEEDED TO LAND BY TOUCHING DOWN ON THE L MAIN GEAR FIRST WHILE KEEPING THE R MAIN OFF OF THE RWY FOR AS LONG AS PRACTICABLE FOR PRECAUTIONARY REASONS. THE R MAIN THEN SLOWLY TOUCHED DOWN. ON THE ROLLOUT ON THE RWY THE ACFT DIPPED TO THE R AND THE GEAR UNSAFE HORN THEN SOUNDED. THE ACFT PROCEEDED DOWN RWY 18 AND THEN CAME TO A REST. WHILE THE ACFT WAS PROCEEDING PRIOR TO ITS REST, I GANG BARRED THE MASTER SWITCH AND MAGNETOS. I THEN SELECTED THE FUEL SELECTORS TO THE OFF POS. ONCE THE ACFT CAME TO REST, I EVACUATED THE PAX FROM THE ACFT AND SECURED THE AREA. MY RESPONSIBILITY AND GOAL THROUGHOUT THIS EVENT WAS TO GET MY PAX ON THE GND SAFELY. BASED UPON ALL OF THE INFO I HAD GATHERED THROUGH THE PROCESS OF TROUBLE-SHOOTING AND VERIFICATION, I AS THE PIC MADE A SOLID AND SOUND DECISION IN THE BEST INTEREST OF THE SIT AT THAT TIME. THE ACFT THAT WAS INVOLVED IN THIS INCIDENT HAS BEEN GNDED IN THE PAST ON MORE THAN 1 OCCASION DUE TO RPTED LNDG GEAR PROBS. THE ACFT HAD BEEN HAVING PROBS WITH THE LNDG GEAR POS LIGHTS. THERE HAVE BEEN OTHER PLTS WHO HAVE EXPERIENCED PROBS WITH THE LNDG GEAR LIGHTS WHILE IN FLT IN THE PAST. THE DIRECTOR OF OPS HAD FLOWN THIS PARTICULAR ACFT IN THE PAST AND ENCOUNTERED THE SAME PROB. IN THE PAST, THE ACFT WENT IN TO RECEIVE A NEW PAINT JOB. HAVING RETURNED FROM THE PAINT SHOP, THE ACFT HAS APPEARED TO HAVE HAD LNDG GEAR PROBS ON MORE THAN 1 OCCASION. THE FLT THAT TOOK PLACE IN THIS ACFT ON THE DAY OF THE INCIDENT WAS THE FIRST FLT AFTER THE ACFT RETURNED FROM MAINT.

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.