Narrative:

At around XA00 I did a preflight inspection and run-up on the airplane. Everything was working fine; mechanically and electronics. I had both tanks topped off prior to run-up. The battery had been charged by the FBO; since it was not fluctuating the day before. The airplane had been sitting for 3 months. I performed the normal run-up; and sat for several mins checking and rechking everything. I proceeded to taxi to the active runway and performed the run-up. Again; everything appeared normal. I took off and stayed in the pattern to do some full stop lndgs. A C150 was at the threshold at the first touchdown. The pilot of that aircraft radioed several times; 'check your gear; check your gear' with no call sign to my aircraft. At that moment; I realized he was transmitting to me; and applied power; to go around. I asked for anyone on the ground to give confirmation of my gear being extended; and several people came back that; my right main gear had not extended. The FBO maintenance people came out onto the field; and spotted for me; during several passes; that the right main gear was not coming down after recycling several times by the motor. I then diverted south down the river at an altitude of 500 ft; with the autoplt on; pulled the breaker to the gear and extended the gear manually. After getting a green indicator light; I returned to get a visual to see if the gear had extended. During another fly-by; I was informed that the right gear door was down; but the right main gear was not. I then reset the breaker for the gear motor; and cycled the gear up; and that was confirmed visually from the ground; I then cycled the gear down with the gear motor; and got a visual from the ground that the gear appeared to be down and locked. I landed and about 200 yds after landing; the right main gear had collapsed. The plane veered to the right; and the leading edge of the wing struck 2 taxiway lights; and came to rest on the north side of the runway in the grass. Although I did my preflight as I always do; and spent considerably more time than I routinely do; I should have taken more time to get down and visually inspect the inside of the wheel wells for nests or debris. I have yet to go back to the airport to inspect the inside of the wheel wells. Callback conversation with reporter revealed the following information: the reporter has not seen the aircraft yet but was told that a connecting rod on the gear broke; allowing the gear to fold. This aircraft has only one green landing gear down and locked light. The light indicated that the gear were normal each time those on the ground reported the gear not down. The wingtip contacted the runway which kept the propeller from striking the runway.

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Original NASA ASRS Text

Title: A BE V35'S R LNDG GEAR COLLAPSED AFTER LNDG. PREVIOUS TROUBLESHOOTING; A GREEN LIGHT AND EXTERNAL VISUAL INSPECTION INDICATED GEAR DOWN AND LOCKED.

Narrative: AT AROUND XA00 I DID A PREFLT INSPECTION AND RUN-UP ON THE AIRPLANE. EVERYTHING WAS WORKING FINE; MECHANICALLY AND ELECTRONICS. I HAD BOTH TANKS TOPPED OFF PRIOR TO RUN-UP. THE BATTERY HAD BEEN CHARGED BY THE FBO; SINCE IT WAS NOT FLUCTUATING THE DAY BEFORE. THE AIRPLANE HAD BEEN SITTING FOR 3 MONTHS. I PERFORMED THE NORMAL RUN-UP; AND SAT FOR SEVERAL MINS CHKING AND RECHKING EVERYTHING. I PROCEEDED TO TAXI TO THE ACTIVE RWY AND PERFORMED THE RUN-UP. AGAIN; EVERYTHING APPEARED NORMAL. I TOOK OFF AND STAYED IN THE PATTERN TO DO SOME FULL STOP LNDGS. A C150 WAS AT THE THRESHOLD AT THE FIRST TOUCHDOWN. THE PLT OF THAT ACFT RADIOED SEVERAL TIMES; 'CHK YOUR GEAR; CHK YOUR GEAR' WITH NO CALL SIGN TO MY ACFT. AT THAT MOMENT; I REALIZED HE WAS XMITTING TO ME; AND APPLIED PWR; TO GO AROUND. I ASKED FOR ANYONE ON THE GND TO GIVE CONFIRMATION OF MY GEAR BEING EXTENDED; AND SEVERAL PEOPLE CAME BACK THAT; MY R MAIN GEAR HAD NOT EXTENDED. THE FBO MAINT PEOPLE CAME OUT ONTO THE FIELD; AND SPOTTED FOR ME; DURING SEVERAL PASSES; THAT THE R MAIN GEAR WAS NOT COMING DOWN AFTER RECYCLING SEVERAL TIMES BY THE MOTOR. I THEN DIVERTED S DOWN THE RIVER AT AN ALT OF 500 FT; WITH THE AUTOPLT ON; PULLED THE BREAKER TO THE GEAR AND EXTENDED THE GEAR MANUALLY. AFTER GETTING A GREEN INDICATOR LIGHT; I RETURNED TO GET A VISUAL TO SEE IF THE GEAR HAD EXTENDED. DURING ANOTHER FLY-BY; I WAS INFORMED THAT THE R GEAR DOOR WAS DOWN; BUT THE R MAIN GEAR WAS NOT. I THEN RESET THE BREAKER FOR THE GEAR MOTOR; AND CYCLED THE GEAR UP; AND THAT WAS CONFIRMED VISUALLY FROM THE GND; I THEN CYCLED THE GEAR DOWN WITH THE GEAR MOTOR; AND GOT A VISUAL FROM THE GND THAT THE GEAR APPEARED TO BE DOWN AND LOCKED. I LANDED AND ABOUT 200 YDS AFTER LNDG; THE R MAIN GEAR HAD COLLAPSED. THE PLANE VEERED TO THE R; AND THE LEADING EDGE OF THE WING STRUCK 2 TXWY LIGHTS; AND CAME TO REST ON THE N SIDE OF THE RWY IN THE GRASS. ALTHOUGH I DID MY PREFLT AS I ALWAYS DO; AND SPENT CONSIDERABLY MORE TIME THAN I ROUTINELY DO; I SHOULD HAVE TAKEN MORE TIME TO GET DOWN AND VISUALLY INSPECT THE INSIDE OF THE WHEEL WELLS FOR NESTS OR DEBRIS. I HAVE YET TO GO BACK TO THE ARPT TO INSPECT THE INSIDE OF THE WHEEL WELLS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER HAS NOT SEEN THE ACFT YET BUT WAS TOLD THAT A CONNECTING ROD ON THE GEAR BROKE; ALLOWING THE GEAR TO FOLD. THIS ACFT HAS ONLY ONE GREEN LANDING GEAR DOWN AND LOCKED LIGHT. THE LIGHT INDICATED THAT THE GEAR WERE NORMAL EACH TIME THOSE ON THE GND REPORTED THE GEAR NOT DOWN. THE WINGTIP CONTACTED THE RWY WHICH KEPT THE PROP FROM STRIKING THE RWY.

Data retrieved from NASA's ASRS site as of January 2009 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.