What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On February 13, 2017 at approximately 2145 local time, N6003Y was involved in a gear collapse upon landing on 10 left at kfpr. The flight conducted was instructional operated under 14 CFR part 141 with a student and flight instructor on board.
During an interview conducted with both the student and instructor it was stated that they were conducting full stop landings with taxi back to the runway for each lap in the pattern. It was on their third landing that they felt the landing gear give way. Both stated on the incident lap around the pattern the gear handle was confirmed and verified down with three green lights and no gear warning indication lights illuminated.
On February 14, 2017 the FAA iic and maintenance inspector arrived on scene. N6003Y was on jacks to perform gear retraction checks and to assess the damage. Numerous gear retraction checks were observed with no defects noted. Side loads were applied to the main gear after extension to ensure integrity of the down lock/side braces with no defects noted. The down lock switch actuation points were checked relative to down lock engagement with no defects noted.
The left propeller blades were found significantly bent forward indicating the engine was making significant power at the time of impact. The right propeller had one blade bent forward and one aft.
Other damage included chaffing of the belly skins just aft of the nose landing gear doors as well as chaffing of belly skins at the wing spar access panel. The nose landing gears, flap hangers, belly antennas, exhaust pipes and the cabin step were all damaged as well.
The landing gear system does not utilize a weight on wheels switch to actuate the landing gear system; however, it can be actuated with approximately 50 knots of airflow through the pitot tube.
The damage appears to be consistent with a premature gear retraction during the takeoff portion of a touch and go attempt.
As the FAA filed it
ON FEBRUARY 13, 2017 AT APPROXIMATELY 2145 LOCAL TIME, N6003Y WAS INVOLVED IN A GEAR COLLAPSE UPON LANDING ON 10 LEFT AT KFPR. THE FLIGHT CONDUCTED WAS INSTRUCTIONAL OPERATED UNDER 14 CFR PART 141 WITH A STUDENT AND FLIGHT INSTRUCTOR ON BOARD.
DURING AN INTERVIEW CONDUCTED WITH BOTH THE STUDENT AND INSTRUCTOR IT WAS STATED THAT THEY WERE CONDUCTING FULL STOP LANDINGS WITH TAXI BACK TO THE RUNWAY FOR EACH LAP IN THE PATTERN. IT WAS ON THEIR THIRD LANDING THAT THEY FELT THE LANDING GEAR GIVE WAY. BOTH STATED ON THE INCIDENT LAP AROUND THE PATTERN THE GEAR HANDLE WAS CONFIRMED AND VERIFIED DOWN WITH THREE GREEN LIGHTS AND NO GEAR WARNING INDICATION LIGHTS ILLUMINATED.
ON FEBRUARY 14, 2017 THE FAA IIC AND MAINTENANCE INSPECTOR ARRIVED ON SCENE. N6003Y WAS ON JACKS TO PERFORM GEAR RETRACTION CHECKS AND TO ASSESS THE DAMAGE. NUMEROUS GEAR RETRACTION CHECKS WERE OBSERVED WITH NO DEFECTS NOTED. SIDE LOADS WERE APPLIED TO THE MAIN GEAR AFTER EXTENSION TO ENSURE INTEGRITY OF THE DOWN LOCK/SIDE BRACES WITH NO DEFECTS NOTED. THE DOWN LOCK SWITCH ACTUATION POINTS WERE CHECKED RELATIVE TO DOWN LOCK ENGAGEMENT WITH NO DEFECTS NOTED.
THE LEFT PROPELLER BLADES WERE FOUND SIGNIFICANTLY BENT FORWARD INDICATING THE ENGINE WAS MAKING SIGNIFICANT POWER AT THE TIME OF IMPACT. THE RIGHT PROPELLER HAD ONE BLADE BENT FORWARD AND ONE AFT.
OTHER DAMAGE INCLUDED CHAFFING OF THE BELLY SKINS JUST AFT OF THE NOSE LANDING GEAR DOORS AS WELL AS CHAFFING OF BELLY SKINS AT THE WING SPAR ACCESS PANEL. THE NOSE LANDING GEARS, FLAP HANGERS, BELLY ANTENNAS, EXHAUST PIPES AND THE CABIN STEP WERE ALL DAMAGED AS WELL.
THE LANDING GEAR SYSTEM DOES NOT UTILIZE A WEIGHT ON WHEELS SWITCH TO ACTUATE THE LANDING GEAR SYSTEM; HOWEVER, IT CAN BE ACTUATED WITH APPROXIMATELY 50 KNOTS OF AIRFLOW THROUGH THE PITOT TUBE.
THE DAMAGE APPEARS TO BE CONSISTENT WITH A PREMATURE GEAR RETRACTION DURING THE TAKEOFF PORTION OF A TOUCH AND GO ATTEMPT.
Other reports on N6003Y · 5
Matched to the same aircraft by N-number and date.