19970521023149A

Failed to extend landing gear for landing. (-23) at approximately 1255 on 21 may, 1997, I received notification from Mr. Chris cooper of the FAA southern region operations center that a Beechcraft baron had been reported by the Spalding county sheriff's department to have landed gear-up on runway 32 at the Griffin-Spalding County Airport, (6A2) in Griffin, GA. The estimated time of the occurrence was reported to be 1238. I took down preliminary information from Mr. Cooper and spoke with Mr. Bob stapleton the manager of the airport via telephone patch through and gave him permission to move the aircraft from the runway but to note for me if the landing gear would extend and lock down. I departed from the atlanta flight standards district office at approximately 1315 enroute to the scene with atl-fldo inspector mark laughridge. We arrive on scene at approximately 1400. Upon arrival, I observed the Beech craft E-55 on runway 32, standing on fully extended landing gear being hooke to a tow tractor to be towed from the runway. The aircraft was being attended to by the Spalding country fire department, a county EMS vehicle and personnel from atlanta air salvage, which is located on the airport and had a crane which was used to lift the aircraft from it's belly. I examined the aircraft on the runway and observed extensive damage to the aircraft belly, nose landing gear doors and left flap panel. The main landing gear doors were not damaged. It was noticed that the damage from skidding on the pavement cut into the wing spar carry through structure in the center of the aircraft and this damage is the determining factor for classifying this occurrence as an accident as opposed to an incident. The right and left props were curled rearward at the tips and exhibited damage consistent with that of being dragged on hard pavement while turning under low power. There was no post crash fire and there were no injuries associated with this accident. An examination of the runway revealed evidence that the aircraft touched down within the first 1/3 of the runway length and skidded approximately 1000 feet down the center line of the runway. Observation of the propeller marks on the runway surface suggested that the left side of the aircraft made contact with the runway first. The skid pattern suggested that the pilot was able to maintain good directional control of the aircraft throughout the skidding until the aircraft stopped. A verbal statment from Mr. Brett poe of atlanta salvage indicated that the aircraft was raised by the crane and the landing gear was lowered manually by use of the emergency handcrank and the gear extended normally and locked in the down position with very little difficulty. The pilot of the aircraft, Mr. Bobby w. morrow remained at the scene and was interviewed by myself and initially stated that he was in the airport pattern to land at 6A2 when he attempted to lower the landing gear and observed that the left main landing gear position indicator light was not lit. He stated that a subsequent attempt to lower the gear by normal means also resulted in an indication of an unsafe condition on the left main gear and then attempted to execute an emergency gear extension by using the emergency gear extension crank. He did not state whether he was successful at the emergency attempt to lower the gear but he continued the approach to landing and stated that the left main gear collapsed on touchdown. Mr. Morrow and I sat in the atl-fsdo accident response vehicle and filled out the FAA paperwor k which is routinely done for accident investigations. Mr. Morrow was very cooperative but was also visibly and admittedly shaken from his ordeal and asked to go when his wife arrived at the airport to pick him up. I took his phone number and advised him that we would be in touch soon and allowed him to depart the scene. After Mr. Morrow left the airport I spoke with Mr. Donald morrow (no relation to the pilot) who is a lind attendant at a local FBO on the airport and got a statement from him that he had witnessed the subject aircraft on final approach and that the "landing gear did not appear to be visible." Mr. Morrow stated that he saw the aircraft contact the runway with the landing gear retracted and when he heard the awful noise and saw the sparks flying, he immediately ran to a phone and dialed 911 and then called the FAA to request a not that the airport was closed until further notice.