# Incident 20090621012319I: Beech J35, Meadville, PA, June 21, 2009

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 21, 2009, 15:09 local time
- Place: Meadville, PA
- Airport: Port Meadville
- Damage: Minor damage
- Phase of flight: Landing
- Operating rules: General operating rules (Part 91)
- Location: 41.6265° N, 80.2147° W: Placed by OpenAirDocs at PORT MEADVILLE (GKJ), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=41.6265&lon=-80.2147&mi=10
- Aircraft: N735BB, registered now (https://openairdocs.org/aircraft/N735BB) (OpenAirDocs)
- Registry model: Beech J35 (registry code 1151522, https://openairdocs.org/model/beech-j35) (OpenAirDocs)
- Registry engine: Continental I0-470 series (registry code 17027, https://openairdocs.org/engine/continental-i0-470-series) (OpenAirDocs)
- Reported make and model: BEECH J35
- People aboard: 3
- Fatal injuries: 0
- Other injuries: 0
- Pilot flight hours: 760 total, 395 in this make and model, 19 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20090621012319I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-23)  ON JUNE 22, 2009 N735BB AT 1909Z AT KGKJ PORT MEADVILLE AIRPORT.  N735BB A BEECHCRAFT J-35 SN D5557 OWNED AND OPERATED BY ^PRIVACY DATA OMITTED^ PRIVATE PILOT 3070386 RECEIVED INCIDENT DAMAGE LIMITED TO THE PROPELLER, TIP TANKS, LANDING GEAR DOORS AND BELLY SKIN.  ON 6-22-2009 THE PILOT AND ONE PASSENGER WERE INTERVIEWED.  BOTH STATED THE GEAR WAS DOWN AND LANDING WAS NORMAL THEN DURING ROLLOUT THE LANDING GEAR COLLAPSED.  DURING OUR ASSESSMENT OF THE AIRCRAFT DAMAGE I NOTICED AN UNAPPROVED REPAIR TO THE LANDING GEAR UP AND DOWN SWITCH.  ON 6-26-2009 I RETURNED TO GKJ ASSISTED BY INSPECTOR HOCHENDONER, PLACED AIRCAFT ON JACKS AND CHECKED GEAR OPERATION, FOUND NOSE GEAR ACTUATOR BENT AND RIGHT MAIN WOULD NOT GO COMPLETELY DOWN AND THE MAIN GEAR STRUTS WOULD NOT COMPRESS.  THE FACT THAT THE MAIN STRUTS WOULD NOT COMPRESS DID NOT LET THE LANDING GEAR SAFETY SWITCH WORK, THIS COUPLED WITH THE UNAPPROVED COCKPIT REPAIR ALLOWED THE GEAR TO RETRACT ON THE GROUND.  FURTHER THE BENT NOSE GEAR ACTUATOR AND THE RIGHT MAIN NOT ABLE TO GO FULL DOWN ARE CONSISTENT WITH TRYING TO EXTEND THE GEAR AFTER REALIZING THE ERROR.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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