20120323004189A

MARCH 23, 2012SYNOPSIS OF LANDING INCIDENT WITH N840JC BY ^PRIVACY DATA OMITTED^ON THE MORNING OF MARCH 23, 2012 I PREPARED FOR A FLIGHT FROM KALISPELL, MONTANA (GPI) TO CONRAD, MONTANA (S01), SHELBY, MONTANA (SBX) AND A FINAL DESTINATION OF CUTBANK, MONTANA (CTB). I CHECKED THE LOCAL AREA WEATHER AND NOTAMS TO INCLUDE CONRAD, CUTBANK, SHELBY, GREAT FALLS AND MISSOULA, MONTANA. THERE WAS SNOW IN THE AREA BUT VISIBILITY WAS 2 MILES OR BETTER AT CUTBANK. THE CEILING WAS BROKEN TO OVERCAST, WITH BROKEN LAYERS VARYING BETWEEN 500 AND 800 FEET AND AN OVERCAST LAYER ABOVE THAT. I ALSO CHECKED THE CONRAD SUPER AWOS, A TEST SITE, AND IT WAS REPORTING THE SAME INFORMATION. I FILED AN IFR FLIGHT PLAN FROM KALISPELL TO CONRAD, FOLLOWED BY FLIGHT PLANS TO SHELBY AND CUTBANK. I RECEIVED AN IFR CLEARANCE FROM SALT LAKE CENTER WHILE ON THE GROUND IN KALISPELL FOR THE FLIGHT TO CONRAD. WE WERE ENROUTE AT 15,000 FEET MSL, WITH A DECENT TO 12,000 FEET, FOLLOWED BY THE APPROACH CLEARANCE INTO CONRAD WITH THE INSTRUCTIONS TO MAINTAIN 8,000 UNTIL ESTABLISHED ON THE APPROACH. I ALSO RECEIVED A THRU CLEARANCE TO SHELBY WITH THE INSTRUCTIONS TO MAINTAIN 9,000 FEET ON DEPARTURE. I EXECUTED THE GPS RWY 24 APPROACH IN CONRAD. AFTER THE PROCEDURE TURN INBOUND AT AROUND 5,000 FEET MSL I BROKE OUT OF THE CLOUDS AND HAD THE CONRAD AIRPORT IN SITE. AT THIS POINT I WAS APPROXIMATELY 4 MILES FROM THE AIRPORT AND WAS CONFIGURED WITH GEAR DOWN, FLAPS 20 AND INDICATING 120 KTS. AT APPROXIMATELY THREE MILES FROM THE RUNWAY I NOTICED THAT THE SNOW PLOW WAS ON THE RUNWAY AND HAD MADE SEVERAL PASSES DOWN BOTH SIDES OF THE CENTER OF THE RUNWAY, ALTHOUGH THE EDGES WERE NOT CLEARED. I NOTICED THAT THE SNOWPLOW WAS EXITING THE END OF THE RUNWAY. I MADE POSITION CALLS ON THE UNICOM FREQUENCY, BUT I WAS NOT IN CONTACT WITH THE SNOW PLOW. AT THIS POINT THE SNOWPLOW WAS CLEAR OF THE RUNWAY SO I SELECTED FLAPS 40, SLOWED TO 100 KTS, AND CONTINUED A NORMAL APPROACH TO LANDING. I OBSERVED THAT THE RUNWAY APPEARED WET, BUT I DIDN'T NOTICE ANYTHING THAT WOULD BE A PROBLEM WITH MY LANDING. I BEGAN MY FLARE AND AS I TOUCHED DOWN THE AIRCRAFT BEGAN TO SLIDE TO THE LEFT. AT THIS POINT THE AIRCRAFT WAS NOT ALIGNED WITH THE RUNWAY SO I DECIDED NOT TO APPLY POWER FOR A GO AROUND AS I FELT THIS WOULD PROPEL ME OFF OF THE SIDE OF THE RUNWAY. INSTEAD I APPLIED RUDDER PRESSURE TO ATTEMPT TO STRAIGHTEN OUT THE AIRCRAFT SO I COULD ATTEMPT THE GO-AROUND. I WAS UNABLE TO ALIGN MYSELF SUFFICIENTLY WITH THE DIRECTION OF THE RUNWAY AS THE AIRCRAFT BEGAN TO SLIDE TO THE RIGHT. I WAS NEVER ABLE TO GET THE AIRCRAFT ALIGNED WITH THE RUNWAY SO THAT I WOULD HAVE FELT COMFORTABLE APPLYING POWER TO EXECUTE THE GO-AROUND, SO I CONTINUED WITH RUDDER PRESSURE, ATTEMPTING TO KEEP THE AIRCRAFT ON THE RUNWAY. WE CONTINUED TO SLIDE DOWN THE RUNWAY UNTIL THE AIRCRAFT FINALLY SLID OFF THE NORTH SIDE OF THE RUNWAY. THE AIRCRAFT TURNED APPROXIMATELY 150 OR 160 DEGREES AS IT WAS SLIDING TO THE NORTH OF THE RUNWAY. THERE WAS A SMALL BERM/DITCH TO THE NORTH OF THE RUNWAY THAT THE AIRCRAFT SLID THRU. I BELIEVE THIS WAS WHEN THE LEFT GEAR COLLAPSED. AS WE WERE SLIDING, I PULLED THE CONDITION LEVERS TO CUTOFF/FEATHER AND SELECTED FUEL EMERGENCY SHUT OFF. I THEN TURNED OFF THE BATTERY AND ANY ADDITIONAL SWITCHES THAT WERE ON. ALL OF THE PASSENGERS STATED THEY WERE OKAY WITH NO INJURIES. THE EMERGENCY EXIT WINDOW CAME OUT SOMETIME DURING THE SLIDE, AND WAS LYING ON THE FLOOR. I WAS ABLE TO MOVE THE WINDOW AND THE MAIN CABIN DOOR OPENED AND ALL PASSENGERS WERE ABLE TO EXIT THE AIRCRAFT ON THEIR OWN POWER.EXTERNAL OBSERVATION OF THE AIRCRAFT SHOWED THE NOSE GEAR HAD COLLAPSED, THE LEFT MAIN LANDING GEAR LOWER EXTENSION TUBE HAD BUCKLED AND THE WHEEL WAS LAYING 90 DEGREES ON THE GROUND. IT APPEARED IT MAY HAVE BEEN STILL PARTIALLY ATTACHED. THE LEFT PROP WAS FEATHERED BUT THE BLADES WERE BENT, THE LEFT WINGTIP HAD DUG INTO THE GROUND AND THE WING TIP FAIRING WAS DISPLACED.