What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) On April 27, 2007, at approximately 1703 eastern daylight savings time, a Beech 58 twin-engine airplane, N584DG, encountered minor damage upon landing with the landing gear retracted on runway 6 at Wings Field (klom), montgomery county, Pennsylvania. The private pilot, the sole occupant of the airplane was not injured. The airplane was registered to the pilot, who is domiciled in privacy data omitted and the aircraft was operated by him at the time of the incident. A visual flight rules (VFR) flight plan was filed for the cross-country flight which originated from north palm beach county general airport (KF45), FL and continued with stops at orlando international (kmco), FL, stallings field (kiso), kingston, north carolina, Philadelphia international airport (phl) Philadelphia, PA and Wings Field (klom), montgomery county, PA. Visual meteorological conditions prevailed for the personal flight conducted under 14 code of federal regulations part 91. The 1000-hour pilot who has approximately 250 hours in type stated that he put the landing gear down on left downwind midfield to the airport, followed by approach flaps a few moments later and after calling final put the last notch of flaps down and confirmed three green lights. The pilot also stated that he flared over the numbers of runway 6 and felt the main landing gear touch and rolled down the runway and then experiencing what he thought was a nose gear collapse. The aircraft came to rest approximately 1221 feet from the landing threshold of runway 6 off to the left side of the runway. The pilot also mentioned that he did not recall hearing the landing gear horn at any time during the approach or landing and the approach appeared normal. A witness watching the landing stated that he did not notice the aircraft landing gear down and locked and prior to the landing made a radio call to FBO personnel at montgomery aviation and indicated that he thought a gear-up landing was likely. A post incident investigation noted numerous blade strikes midway down rwy 6 in close proximity to where the aircraft had veered off the runway striking a taxi light and water runoff drain revetment to the left of the runway. The aircraft sustained external damage to both inboard gear doors which were partially shredded, both nose gear doors were observed bent, sections of the fuselage belly skins were buckled and severely ground down. Both left and right propeller blades were curled and one portion of a blade tip on the right propeller blade had separated and struck the forward r/h nose baggage compartment. Both engines experienced sudden stoppage. The inboard sections of the flap trailing edges were ground down and several belly antennas were damaged. Because of the pilot's statements, a gear retraction test was performed with federal aviation administration (FAA) inspectors present. Inspectors observed the gear retraction tests and verified that the landing gear extend/retract system and position and warning systems were operating properly. The landing gear motor, down locks and aural warning system also worked correctly. Damage was noted, however, to both landing gear door push rod assemblies at the inboard rod end fittings. The left main gear brace assembly was found twisted near the landing gear actuator and the right main gear brace also appeared to be twisted. All observations were consistent with an over torque situation during gear extension with no available clearance to allow the gear to extend. Additionally, wear patterns to both main landing gear inboard doors were also indicative of the gear being retracted in the closed/retracted position. A review of the aircraft records was conducted as part of this investigation. Irregularities were noted regarding both the altimeter and transponder inspections required by 14 CFR part 91.411 and 91413 which were overdue at the time of the last annual inspection performed on June 21, 2006. This was not seen as contributing to the incident; privacy data omitted. No other irregularities were noted regarding the aircraft logbook inspection. privacy data omitted This investigation is considered closed.
As the FAA filed it
(-23) ON APRIL 27, 2007, AT APPROXIMATELY 1703 EASTERN DAYLIGHT SAVINGS TIME, A BEECH 58 TWIN-ENGINE AIRPLANE, N584DG, ENCOUNTERED MINOR DAMAGE UPON LANDING WITH THE LANDING GEAR RETRACTED ON RUNWAY 6 AT WINGS FIELD (KLOM), MONTGOMERY COUNTY, PENNSYLVANIA. THE PRIVATE PILOT, THE SOLE OCCUPANT OF THE AIRPLANE WAS NOT INJURED. THE AIRPLANE WAS REGISTERED TO THE PILOT, WHO IS DOMICILED IN ^PRIVACY DATA OMITTED^ AND THE AIRCRAFT WAS OPERATED BY HIM AT THE TIME OF THE INCIDENT. A VISUAL FLIGHT RULES (VFR) FLIGHT PLAN WAS FILED FOR THE CROSS-COUNTRY FLIGHT WHICH ORIGINATED FROM NORTH PALM BEACH COUNTY GENERAL AIRPORT (KF45), FL AND CONTINUED WITH STOPS AT ORLANDO INTERNATIONAL (KMCO), FL, STALLINGS FIELD (KISO), KINGSTON, NORTH CAROLINA, PHILADELPHIA INTERNATIONAL AIRPORT (PHL) PHILADELPHIA, PA AND WINGS FIELD (KLOM), MONTGOMERY COUNTY, PA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CODE OF FEDERAL REGULATIONS PART 91. THE 1000-HOUR PILOT WHO HAS APPROXIMATELY 250 HOURS IN TYPE STATED THAT HE PUT THE LANDING GEAR DOWN ON LEFT DOWNWIND MIDFIELD TO THE AIRPORT, FOLLOWED BY APPROACH FLAPS A FEW MOMENTS LATER AND AFTER CALLING FINAL PUT THE LAST NOTCH OF FLAPS DOWN AND CONFIRMED THREE GREEN LIGHTS. THE PILOT ALSO STATED THAT HE FLARED OVER THE NUMBERS OF RUNWAY 6 AND FELT THE MAIN LANDING GEAR TOUCH AND ROLLED DOWN THE RUNWAY AND THEN EXPERIENCING WHAT HE THOUGHT WAS A NOSE GEAR COLLAPSE. THE AIRCRAFT CAME TO REST APPROXIMATELY 1221 FEET FROM THE LANDING THRESHOLD OF RUNWAY 6 OFF TO THE LEFT SIDE OF THE RUNWAY. THE PILOT ALSO MENTIONED THAT HE DID NOT RECALL HEARING THE LANDING GEAR HORN AT ANY TIME DURING THE APPROACH OR LANDING AND THE APPROACH APPEARED NORMAL. A WITNESS WATCHING THE LANDING STATED THAT HE DID NOT NOTICE THE AIRCRAFT LANDING GEAR DOWN AND LOCKED AND PRIOR TO THE LANDING MADE A RADIO CALL TO FBO PERSONNEL AT MONTGOMERY AVIATION AND INDICATED THAT HE THOUGHT A GEAR-UP LANDING WAS LIKELY. A POST INCIDENT INVESTIGATION NOTED NUMEROUS BLADE STRIKES MIDWAY DOWN RWY 6 IN CLOSE PROXIMITY TO WHERE THE AIRCRAFT HAD VEERED OFF THE RUNWAY STRIKING A TAXI LIGHT AND WATER RUNOFF DRAIN REVETMENT TO THE LEFT OF THE RUNWAY. THE AIRCRAFT SUSTAINED EXTERNAL DAMAGE TO BOTH INBOARD GEAR DOORS WHICH WERE PARTIALLY SHREDDED, BOTH NOSE GEAR DOORS WERE OBSERVED BENT, SECTIONS OF THE FUSELAGE BELLY SKINS WERE BUCKLED AND SEVERELY GROUND DOWN. BOTH LEFT AND RIGHT PROPELLER BLADES WERE CURLED AND ONE PORTION OF A BLADE TIP ON THE RIGHT PROPELLER BLADE HAD SEPARATED AND STRUCK THE FORWARD R/H NOSE BAGGAGE COMPARTMENT. BOTH ENGINES EXPERIENCED SUDDEN STOPPAGE. THE INBOARD SECTIONS OF THE FLAP TRAILING EDGES WERE GROUND DOWN AND SEVERAL BELLY ANTENNAS WERE DAMAGED. BECAUSE OF THE PILOT'S STATEMENTS, A GEAR RETRACTION TEST WAS PERFORMED WITH FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS PRESENT. INSPECTORS OBSERVED THE GEAR RETRACTION TESTS AND VERIFIED THAT THE LANDING GEAR EXTEND/RETRACT SYSTEM AND POSITION AND WARNING SYSTEMS WERE OPERATING PROPERLY. THE LANDING GEAR MOTOR, DOWN LOCKS AND AURAL WARNING SYSTEM ALSO WORKED CORRECTLY. DAMAGE WAS NOTED, HOWEVER, TO BOTH LANDING GEAR DOOR PUSH ROD ASSEMBLIES AT THE INBOARD ROD END FITTINGS. THE LEFT MAIN GEAR BRACE ASSEMBLY WAS FOUND TWISTED NEAR THE LANDING GEAR ACTUATOR AND THE RIGHT MAIN GEAR BRACE ALSO APPEARED TO BE TWISTED. ALL OBSERVATIONS WERE CONSISTENT WITH AN OVER TORQUE SITUATION DURING GEAR EXTENSION WITH NO AVAILABLE CLEARANCE TO ALLOW THE GEAR TO EXTEND. ADDITIONALLY, WEAR PATTERNS TO BOTH MAIN LANDING GEAR INBOARD DOORS WERE ALSO INDICATIVE OF THE GEAR BEING RETRACTED IN THE CLOSED/RETRACTED POSITION. A REVIEW OF THE AIRCRAFT RECORDS WAS CONDUCTED AS PART OF THIS INVESTIGATION. IRREGULARITIES WERE NOTED REGARDING BOTH THE ALTIMETER AND TRANSPONDER INSPECTIONS REQUIRED BY 14 CFR PART 91.411 AND 91413 WHICH WERE OVERDUE AT THE TIME OF THE LAST ANNUAL INSPECTION PERFORMED ON JUNE 21, 2006. THIS WAS NOT SEEN AS CONTRIBUTING TO THE INCIDENT; ^PRIVACY DATA OMITTED^. NO OTHER IRREGULARITIES WERE NOTED REGARDING THE AIRCRAFT LOGBOOK INSPECTION. ^PRIVACY DATA OMITTED^ THIS INVESTIGATION IS CONSIDERED CLOSED.