Narrative:

Events: 1) approximately 1 hour into initial aircraft familiarization flight with passenger; PIC demonstrated proper landing technique during first touch and go at airport. Wind conditions were 20 degrees right crosswind at 14 KTS (4.7 KT right crosswind component). PIC coached/assisted passenger with second touch and go landing. Passenger flew approach slightly low and slightly (approximately 5 KTS) fast; but made appropriate corrections before crossing the runway threshold. While flaring to touchdown; passenger began over-controling stick inputs. The aircraft touched down on the left main landing gear first; then right main landing gear. At touchdown; nose attitude was neither too high nor low. The left wing continued to settle after all gear were on the runway. PIC initiated a go around to arrest left wing low condition. After airborne; PIC attempted to retract landing gear electrically. The gear did not actuate and the PIC observed the landing gear circuit breaker had popped. PIC then engaged mechanical override to actuate the gear up; but could not move the handle or gear; up or down. PIC returned gear switch to down position. 2) PIC contacted local unicom and CTAF to request visual inspection of landing gear. PIC flew low approach up parallel taxiway; received ground inspection and airborne inspection (from departing helicopter). PIC considered WX conditions; runway length and environment; and repair facilities; and decided to land aircraft at ZZZ. 3) PIC flew a normal approach with 5 additional degrees of flap; touched down on both mains; on centerline; at approximately 55 KTS. The left wing settled again; as the left main landing gear collapsed. The aircraft began turning to the left; PIC attempted to hold left wing up with aileron. The PIC secured the engine and fuel selector valve; but did not engage the brakes. The aircraft departed the left side of the runway and came to rest in the grass and dirt. At rest; left main landing gear folded in a partially retracted position under the aircraft; the right main landing gear was unlocked from over-center; but holding; and the nose landing gear was still over-center. No injuries were received by PIC or passenger. No runway or other property damage was incurred from the landing; and ZZZ airport remained open for operations. Contributing factors: 1) PIC reacted too slowly to passenger landing technique and took aircraft controls too late. 2) PIC did familiarize passenger with aircraft flight performance prior to landing attempt; but not at landing speed. 3) PIC let 5000+ flight hour passenger attempt landing; who had more than 4 yrs gap in flight currency; medical certificate; and biennial flight review. 4) 23 flight hours and 7 lndgs earlier the aircraft's landing gear had been worked on and re-synchronized by licensed a&P to correct landing gear circuit breaker popping on gear extension. Human performance: 1) PIC and passenger pre-briefed sequence of flight events and itinerary; but during preflight PIC should have asked passenger more about his 'comfort' in manipulating the controls. PIC and passenger; both misjudged current skill level of passenger abilities. 2) PIC should have demonstrated slow flight/approach characteristics to passenger at altitude. 3) PIC should have included several low approach maneuvers in flight sequence. 4) though PIC is not a flight instructor and passenger is not a flight student; PIC should not have allowed passenger to attempt landing. 5) PIC meets currency requirements for carrying passenger; but inadvertently allowed his biennial flight review to lapse at time of incident. 6) incident aircraft maintenance was conducted per far's; but maintenance logs were not-up-to-date at time of incident. Causes: during second touch and go landing; aircraft touched down on left main landing gear first during right crosswind. PIC did not discern landing was 'hard;' but outcome suggests high side-load pressure probably overcame the left main landing gear over-center lock; buckled the left main landing gear jackscrew; and jammed the landing gear mechanism.

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Original NASA ASRS Text

Title: PLT AND PASSENGER HAVE MLG FAILURE ON LANDING; ACFT DEPARTS THE RWY TO THE LEFT

Narrative: EVENTS: 1) APPROX 1 HR INTO INITIAL ACFT FAMILIARIZATION FLT WITH PAX; PIC DEMONSTRATED PROPER LNDG TECHNIQUE DURING FIRST TOUCH AND GO AT ARPT. WIND CONDITIONS WERE 20 DEGS R XWIND AT 14 KTS (4.7 KT R XWIND COMPONENT). PIC COACHED/ASSISTED PAX WITH SECOND TOUCH AND GO LNDG. PAX FLEW APCH SLIGHTLY LOW AND SLIGHTLY (APPROX 5 KTS) FAST; BUT MADE APPROPRIATE CORRECTIONS BEFORE XING THE RWY THRESHOLD. WHILE FLARING TO TOUCHDOWN; PAX BEGAN OVER-CTLING STICK INPUTS. THE ACFT TOUCHED DOWN ON THE L MAIN LNDG GEAR FIRST; THEN R MAIN LNDG GEAR. AT TOUCHDOWN; NOSE ATTITUDE WAS NEITHER TOO HIGH NOR LOW. THE L WING CONTINUED TO SETTLE AFTER ALL GEAR WERE ON THE RWY. PIC INITIATED A GAR TO ARREST L WING LOW CONDITION. AFTER AIRBORNE; PIC ATTEMPTED TO RETRACT LNDG GEAR ELECTRICALLY. THE GEAR DID NOT ACTUATE AND THE PIC OBSERVED THE LNDG GEAR CIRCUIT BREAKER HAD POPPED. PIC THEN ENGAGED MECHANICAL OVERRIDE TO ACTUATE THE GEAR UP; BUT COULD NOT MOVE THE HANDLE OR GEAR; UP OR DOWN. PIC RETURNED GEAR SWITCH TO DOWN POS. 2) PIC CONTACTED LCL UNICOM AND CTAF TO REQUEST VISUAL INSPECTION OF LNDG GEAR. PIC FLEW LOW APCH UP PARALLEL TXWY; RECEIVED GND INSPECTION AND AIRBORNE INSPECTION (FROM DEPARTING HELI). PIC CONSIDERED WX CONDITIONS; RWY LENGTH AND ENVIRONMENT; AND REPAIR FACILITIES; AND DECIDED TO LAND ACFT AT ZZZ. 3) PIC FLEW A NORMAL APCH WITH 5 ADDITIONAL DEGS OF FLAP; TOUCHED DOWN ON BOTH MAINS; ON CTRLINE; AT APPROX 55 KTS. THE L WING SETTLED AGAIN; AS THE L MAIN LNDG GEAR COLLAPSED. THE ACFT BEGAN TURNING TO THE L; PIC ATTEMPTED TO HOLD L WING UP WITH AILERON. THE PIC SECURED THE ENG AND FUEL SELECTOR VALVE; BUT DID NOT ENGAGE THE BRAKES. THE ACFT DEPARTED THE L SIDE OF THE RWY AND CAME TO REST IN THE GRASS AND DIRT. AT REST; L MAIN LNDG GEAR FOLDED IN A PARTIALLY RETRACTED POS UNDER THE ACFT; THE R MAIN LNDG GEAR WAS UNLOCKED FROM OVER-CTR; BUT HOLDING; AND THE NOSE LNDG GEAR WAS STILL OVER-CTR. NO INJURIES WERE RECEIVED BY PIC OR PAX. NO RWY OR OTHER PROPERTY DAMAGE WAS INCURRED FROM THE LNDG; AND ZZZ ARPT REMAINED OPEN FOR OPS. CONTRIBUTING FACTORS: 1) PIC REACTED TOO SLOWLY TO PAX LNDG TECHNIQUE AND TOOK ACFT CTLS TOO LATE. 2) PIC DID FAMILIARIZE PAX WITH ACFT FLT PERFORMANCE PRIOR TO LNDG ATTEMPT; BUT NOT AT LNDG SPD. 3) PIC LET 5000+ FLT HR PAX ATTEMPT LNDG; WHO HAD MORE THAN 4 YRS GAP IN FLT CURRENCY; MEDICAL CERTIFICATE; AND BIENNIAL FLT REVIEW. 4) 23 FLT HRS AND 7 LNDGS EARLIER THE ACFT'S LNDG GEAR HAD BEEN WORKED ON AND RE-SYNCHRONIZED BY LICENSED A&P TO CORRECT LNDG GEAR CIRCUIT BREAKER POPPING ON GEAR EXTENSION. HUMAN PERFORMANCE: 1) PIC AND PAX PRE-BRIEFED SEQUENCE OF FLT EVENTS AND ITINERARY; BUT DURING PREFLT PIC SHOULD HAVE ASKED PAX MORE ABOUT HIS 'COMFORT' IN MANIPULATING THE CTLS. PIC AND PAX; BOTH MISJUDGED CURRENT SKILL LEVEL OF PAX ABILITIES. 2) PIC SHOULD HAVE DEMONSTRATED SLOW FLT/APCH CHARACTERISTICS TO PAX AT ALT. 3) PIC SHOULD HAVE INCLUDED SEVERAL LOW APCH MANEUVERS IN FLT SEQUENCE. 4) THOUGH PIC IS NOT A FLT INSTRUCTOR AND PAX IS NOT A FLT STUDENT; PIC SHOULD NOT HAVE ALLOWED PAX TO ATTEMPT LNDG. 5) PIC MEETS CURRENCY REQUIREMENTS FOR CARRYING PAX; BUT INADVERTENTLY ALLOWED HIS BIENNIAL FLT REVIEW TO LAPSE AT TIME OF INCIDENT. 6) INCIDENT ACFT MAINT WAS CONDUCTED PER FAR'S; BUT MAINT LOGS WERE NOT-UP-TO-DATE AT TIME OF INCIDENT. CAUSES: DURING SECOND TOUCH AND GO LNDG; ACFT TOUCHED DOWN ON L MAIN LNDG GEAR FIRST DURING R XWIND. PIC DID NOT DISCERN LNDG WAS 'HARD;' BUT OUTCOME SUGGESTS HIGH SIDE-LOAD PRESSURE PROBABLY OVERCAME THE L MAIN LNDG GEAR OVER-CTR LOCK; BUCKLED THE L MAIN LNDG GEAR JACKSCREW; AND JAMMED THE LNDG GEAR MECHANISM.

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