What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
This incident occurred at approximately 0700, 07/07/2016 at airport syf. The aircraft was first inspected by me on 07/13/2016 at the aircraft owner?s hangar located on the syf property. The aircraft was in the back corner of the hangar and had jacks placed under each wing for stability.
My inspection showed both main landing gear (MLG) strut assemblies extending more in a forward direction instead of downward with relation to the aircraft. With the exception of twisted lower scissor links, deformed actuating rods, disconnected down-locks, and trunion pivot tube deformation, the MLG strut assemblies were intact and appeared serviceable. The MLG trunion aft attach points located on the main wing spar were intact and appeared undamaged. The MLG forward trunion attach points were constructed as part of the wing leading edge box structure. The two (right and left) inboard wing leading edge boxes were uplifted out of contour approximately 6 inches due to vertical forces on the MLG forward trunion attach points. The wing boxes had moved upward mostly due to rivet shearing and some sheet metal tearing which allowed the MLG to appear to extend forward from the aircraft.
Photographs of the aircraft at rest and upright immediately after the incident show the MLG still supporting the weight of the aircraft.
Inspection of the propeller revealed no signs of ground contact.
The aircraft belly skins and contour appeared to be in proper condition.
With exception of the main landing gear and attach points, no other portions of the aircraft show signs of damage.
As the FAA filed it
THIS INCIDENT OCCURRED AT APPROXIMATELY 0700, 07/07/2016 AT AIRPORT SYF. THE AIRCRAFT WAS FIRST INSPECTED BY ME ON 07/13/2016 AT THE AIRCRAFT OWNER?S HANGAR LOCATED ON THE SYF PROPERTY. THE AIRCRAFT WAS IN THE BACK CORNER OF THE HANGAR AND HAD JACKS PLACED UNDER EACH WING FOR STABILITY.
MY INSPECTION SHOWED BOTH MAIN LANDING GEAR (MLG) STRUT ASSEMBLIES EXTENDING MORE IN A FORWARD DIRECTION INSTEAD OF DOWNWARD WITH RELATION TO THE AIRCRAFT. WITH THE EXCEPTION OF TWISTED LOWER SCISSOR LINKS, DEFORMED ACTUATING RODS, DISCONNECTED DOWN-LOCKS, AND TRUNION PIVOT TUBE DEFORMATION, THE MLG STRUT ASSEMBLIES WERE INTACT AND APPEARED SERVICEABLE. THE MLG TRUNION AFT ATTACH POINTS LOCATED ON THE MAIN WING SPAR WERE INTACT AND APPEARED UNDAMAGED. THE MLG FORWARD TRUNION ATTACH POINTS WERE CONSTRUCTED AS PART OF THE WING LEADING EDGE BOX STRUCTURE. THE TWO (RIGHT AND LEFT) INBOARD WING LEADING EDGE BOXES WERE UPLIFTED OUT OF CONTOUR APPROXIMATELY 6 INCHES DUE TO VERTICAL FORCES ON THE MLG FORWARD TRUNION ATTACH POINTS. THE WING BOXES HAD MOVED UPWARD MOSTLY DUE TO RIVET SHEARING AND SOME SHEET METAL TEARING WHICH ALLOWED THE MLG TO APPEAR TO EXTEND FORWARD FROM THE AIRCRAFT.
PHOTOGRAPHS OF THE AIRCRAFT AT REST AND UPRIGHT IMMEDIATELY AFTER THE INCIDENT SHOW THE MLG STILL SUPPORTING THE WEIGHT OF THE AIRCRAFT.
INSPECTION OF THE PROPELLER REVEALED NO SIGNS OF GROUND CONTACT.
THE AIRCRAFT BELLY SKINS AND CONTOUR APPEARED TO BE IN PROPER CONDITION.
WITH EXCEPTION OF THE MAIN LANDING GEAR AND ATTACH POINTS, NO OTHER PORTIONS OF THE AIRCRAFT SHOW SIGNS OF DAMAGE.
Other reports on N548RR · 1
Matched to the same aircraft by N-number and date.