What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) During landing at st. Charles county Smartt airport (set) the operator claims that the right hand main landing gear collapsed immediately upon landing. Evidence found during the investigation indicates that the right hand main landing gear was not in the down and lock position at the time of the landing. Evidence as follows: 1) approximately 542 feet of skid marks/aluminum scrapes prior to the aircraft leaving the right hand side of the runway. 2) approximately eight feet, six inches between skid marks along the entire length on the runway. 3) scrape marks and damage to the right hand aircraft access step and it's attach point. 4) distance between the right hand landing gear tire and the right hand aircraft access step is approximately eight feet, six inches. 5) with the main landing gear in the down and locked position the distance between the main landing gear tires is approximately eleven feet. 6) during the landing gear extension and retraction test (12/02/03, after the aircraft was recovered), the right hand main landing gear would not come out of the gear well until the left hand main landing gear and nose landing gear were in the down and lock position. It took nine seconds for all three landing gear to reach the down and lock position (within rockwell commander maintenance manual limits, section VI, page 6-2). 7) the right hand main landing gear tire has damage to the outboard sidewall (flat spot). This shows indication that the right hand main landing gear was approximately half way to the down position during extension of the landing gear when the aircraft landed. The right hand main landing gear remained in this position until the aircraft left the runway. During the time the aircraft landed until it left the runway the right hand side of aircraft was being supported by the right hand aircraft access step. 8) additional damage was found to the right hand wing tip fairing and the right hand flap outboard hinge causing the flap not return to the full up position. 9) returning to the aircraft on 12/09/2003 additional landing gear extension and retraction tests were performed. During these tests it took several attempts for the landing gear to function normal. During the landing gear extension and retraction test the left hand main landing gear, and nose landing gear would go to the down and lock position. The right hand main landing gear would go approximately half way down then stop when the hydraulic pump shut off. During this time the cockpit indication lights were intermittent, flashing off and on during the landing gear extension and retraction test. Numerous tests were performed with the same results. Approximately 50% of the tests did not function normal. 10) this aircraft had maintenance problems with landing gear extension and retraction system and the landing gear position indicating system.
As the FAA filed it
(-23) DURING LANDING AT ST. CHARLES COUNTY SMARTT AIRPORT (SET) THE OPERATOR CLAIMS THAT THE RIGHT HAND MAIN LANDING GEAR COLLAPSED IMMEDIATELY UPON LANDING. EVIDENCE FOUND DURING THE INVESTIGATION INDICATES THAT THE RIGHT HAND MAIN LANDING GEAR WAS NOT IN THE DOWN AND LOCK POSITION AT THE TIME OF THE LANDING. EVIDENCE AS FOLLOWS: 1) APPROXIMATELY 542 FEET OF SKID MARKS/ALUMINUM SCRAPES PRIOR TO THE AIRCRAFT LEAVING THE RIGHT HAND SIDE OF THE RUNWAY. 2) APPROXIMATELY EIGHT FEET, SIX INCHES BETWEEN SKID MARKS ALONG THE ENTIRE LENGTH ON THE RUNWAY. 3) SCRAPE MARKS AND DAMAGE TO THE RIGHT HAND AIRCRAFT ACCESS STEP AND IT'S ATTACH POINT. 4) DISTANCE BETWEEN THE RIGHT HAND LANDING GEAR TIRE AND THE RIGHT HAND AIRCRAFT ACCESS STEP IS APPROXIMATELY EIGHT FEET, SIX INCHES. 5) WITH THE MAIN LANDING GEAR IN THE DOWN AND LOCKED POSITION THE DISTANCE BETWEEN THE MAIN LANDING GEAR TIRES IS APPROXIMATELY ELEVEN FEET. 6) DURING THE LANDING GEAR EXTENSION AND RETRACTION TEST (12/02/03, AFTER THE AIRCRAFT WAS RECOVERED), THE RIGHT HAND MAIN LANDING GEAR WOULD NOT COME OUT OF THE GEAR WELL UNTIL THE LEFT HAND MAIN LANDING GEAR AND NOSE LANDING GEAR WERE IN THE DOWN AND LOCK POSITION. IT TOOK NINE SECONDS FOR ALL THREE LANDING GEAR TO REACH THE DOWN AND LOCK POSITION (WITHIN ROCKWELL COMMANDER MAINTENANCE MANUAL LIMITS, SECTION VI, PAGE 6-2). 7) THE RIGHT HAND MAIN LANDING GEAR TIRE HAS DAMAGE TO THE OUTBOARD SIDEWALL (FLAT SPOT). THIS SHOWS INDICATION THAT THE RIGHT HAND MAIN LANDING GEAR WAS APPROXIMATELY HALF WAY TO THE DOWN POSITION DURING EXTENSION OF THE LANDING GEAR WHEN THE AIRCRAFT LANDED. THE RIGHT HAND MAIN LANDING GEAR REMAINED IN THIS POSITION UNTIL THE AIRCRAFT LEFT THE RUNWAY. DURING THE TIME THE AIRCRAFT LANDED UNTIL IT LEFT THE RUNWAY THE RIGHT HAND SIDE OF AIRCRAFT WAS BEING SUPPORTED BY THE RIGHT HAND AIRCRAFT ACCESS STEP. 8) ADDITIONAL DAMAGE WAS FOUND TO THE RIGHT HAND WING TIP FAIRING AND THE RIGHT HAND FLAP OUTBOARD HINGE CAUSING THE FLAP NOT RETURN TO THE FULL UP POSITION. 9) RETURNING TO THE AIRCRAFT ON 12/09/2003 ADDITIONAL LANDING GEAR EXTENSION AND RETRACTION TESTS WERE PERFORMED. DURING THESE TESTS IT TOOK SEVERAL ATTEMPTS FOR THE LANDING GEAR TO FUNCTION NORMAL. DURING THE LANDING GEAR EXTENSION AND RETRACTION TEST THE LEFT HAND MAIN LANDING GEAR, AND NOSE LANDING GEAR WOULD GO TO THE DOWN AND LOCK POSITION. THE RIGHT HAND MAIN LANDING GEAR WOULD GO APPROXIMATELY HALF WAY DOWN THEN STOP WHEN THE HYDRAULIC PUMP SHUT OFF. DURING THIS TIME THE COCKPIT INDICATION LIGHTS WERE INTERMITTENT, FLASHING OFF AND ON DURING THE LANDING GEAR EXTENSION AND RETRACTION TEST. NUMEROUS TESTS WERE PERFORMED WITH THE SAME RESULTS. APPROXIMATELY 50% OF THE TESTS DID NOT FUNCTION NORMAL. 10) THIS AIRCRAFT HAD MAINTENANCE PROBLEMS WITH LANDING GEAR EXTENSION AND RETRACTION SYSTEM AND THE LANDING GEAR POSITION INDICATING SYSTEM.