What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The PIC made an intentional gear-up landing on closed rwy 36 after several unsuccessful attempts to fully extend the landing gear (the gear would only extend part of the way).follow-up inspection of the acft by the PIC and mx personnel after removal of the engine cowling revealed that a section of the left-front exhaust stack assembly had failed and separated from the engine exhausts sytem, allowing the section to fall down into an area where it prevented the nose gear from fully extending. Subsequent inspection of the part by an FAA inspector on site confirmed that the pipe section had failed and separated from the stack assy. The failure points were at the #2 cyl exhaust junction weld, and at the slip joint end where the crossover pipe portion joins the rt-front stack assembly. The failure points exhibited evidence of fatigue and erosion in the pipe interior. The exterior between the two failure points was smooth and clean and did not exhibit any visible evidence of corrosion or fatigue. No definitive evidence was reportedly found in the acft mx records as to the age of the exhaust stack assy or its operating history (flt hours). The PIC privacy data omitted reported that the last likely replacement of the part might have occurred about 1,100 hrs ago, during the last engine ovhl in January 2000.
As the FAA filed it
THE PIC MADE AN INTENTIONAL GEAR-UP LANDING ON CLOSED RWY 36 AFTER SEVERAL UNSUCCESSFUL ATTEMPTS TO FULLY EXTEND THE LANDING GEAR (THE GEAR WOULD ONLY EXTEND PART OF THE WAY).FOLLOW-UP INSPECTION OF THE ACFT BY THE PIC AND MX PERSONNEL AFTER REMOVAL OF THE ENGINE COWLING REVEALED THAT A SECTION OF THE LEFT-FRONT EXHAUST STACK ASSEMBLY HAD FAILED AND SEPARATED FROM THE ENGINE EXHAUSTS SYTEM, ALLOWING THE SECTION TO FALL DOWN INTO AN AREA WHERE IT PREVENTED THE NOSE GEAR FROM FULLY EXTENDING.SUBSEQUENT INSPECTION OF THE PART BY AN FAA INSPECTOR ON SITE CONFIRMED THAT THE PIPE SECTION HAD FAILED AND SEPARATED FROM THE STACK ASSY. THE FAILURE POINTS WERE AT THE #2 CYL EXHAUST JUNCTION WELD, AND AT THE SLIP JOINT END WHERE THE CROSSOVER PIPE PORTION JOINS THE RT-FRONT STACK ASSEMBLY. THE FAILURE POINTS EXHIBITED EVIDENCE OF FATIGUE AND EROSION IN THE PIPE INTERIOR. THE EXTERIOR BETWEEN THE TWO FAILURE POINTS WAS SMOOTH AND CLEAN AND DID NOT EXHIBIT ANY VISIBLE EVIDENCE OF CORROSION OR FATIGUE.NO DEFINITIVE EVIDENCE WAS REPORTEDLY FOUND IN THE ACFT MX RECORDS AS TO THE AGE OF THE EXHAUST STACK ASSY OR ITS OPERATING HISTORY (FLT HOURS). THE PIC ^PRIVACY DATA OMITTED^ REPORTED THAT THE LAST LIKELY REPLACEMENT OF THE PART MIGHT HAVE OCCURRED ABOUT 1,100 HRS AGO, DURING THE LAST ENGINE OVHL IN JANUARY 2000.
Other reports on N7059P · 4
Matched to the same aircraft by N-number and date.