What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The crew noticed the left and right hyd flow low light began to flicker as they began the descent from FL 230 into Anchorage. The crew referenced the manual on what actions to take, and it alerted to land as soon as practical due to the potential of needing a no flap landing, and/or having to utilize the emergency landing gear extension. The crew began configuring the aircraft by slowing down and adding t/o flap. As they slowed further, they added app flap. As the flaps moved, they noticed the flickering hyd flow low light fully illuminated. The crew attempted to lower the landing gear before losing all hydraulic pressure. Only the left main gear fully extended and locked, the right main and the nose gear down/lock annunciators were not illuminated, and the gear unlocked light was illuminated. The crew used the manual to run the troubleshooting checklist which led to the landing gear will not extend normally checklist. The crew ran the checklist, ending with pulling the emergency extension t-handle. At this point we did hear the emergency extension bottle blow, however none of the gear down/lock lights were illuminated and the gear unlocked light was still illuminated. Per the checklist, the crew attempted to yaw the airplane to fully lock the gear but were unsuccessful in doing so. The crew then declared an emergency with ATC. The crew then coordinated with ATC for a low-level pass for visual gear inspection. The crew was advised that the left main gear looked fully extended, the right main gear was partially extended, and the nose gear was fully retracted but the nose gear doors were open. Several maneuvers were attempted and visual inspection passes were observed, however there was no improvement and no gear lock indication. The crew briefed the passenger and briefed the approach referencing the manual. The briefing included the landing sequence and what each crew member would be doing. The crew stabilized the aircraft with our flaps stuck in the app position. At the threshold of the runway, the PIC retarded the power levers while SIC initiated the engine securing procedure. As the aircraft slowed, the crew glided through ground effect and touched down on the main gear and held the nose off as long as possible expecting the nose to drop and impact the ground. At some point during the touchdown, the nose gear dropped and locked. The aircraft slowed, the nose came down on the nose gear, but the right main gear began to collapse causing the right-wing tip to contact the ground. Directional control was maintained as long as possible utilizing the left brake until the aircraft slowly lost directional control and came to a stop in a 90 degree right turn from our original flight path. The crew then evacuated the passenger and themselves.
As the FAA filed it
THE CREW NOTICED THE LEFT AND RIGHT HYD FLOW LOW LIGHT BEGAN TO FLICKER AS THEY BEGAN THE DESCENT FROM FL 230 INTO ANCHORAGE. THE CREW REFERENCED THE MANUAL ON WHAT ACTIONS TO TAKE, AND IT ALERTED TO LAND AS SOON AS PRACTICAL DUE TO THE POTENTIAL OF NEEDING A NO FLAP LANDING, AND/OR HAVING TO UTILIZE THE EMERGENCY LANDING GEAR EXTENSION. THE CREW BEGAN CONFIGURING THE AIRCRAFT BY SLOWING DOWN AND ADDING T/O FLAP. AS THEY SLOWED FURTHER, THEY ADDED APP FLAP. AS THE FLAPS MOVED, THEY NOTICED THE FLICKERING HYD FLOW LOW LIGHT FULLY ILLUMINATED. THE CREW ATTEMPTED TO LOWER THE LANDING GEAR BEFORE LOSING ALL HYDRAULIC PRESSURE. ONLY THE LEFT MAIN GEAR FULLY EXTENDED AND LOCKED, THE RIGHT MAIN AND THE NOSE GEAR DOWN/LOCK ANNUNCIATORS WERE NOT ILLUMINATED, AND THE GEAR UNLOCKED LIGHT WAS ILLUMINATED. THE CREW USED THE MANUAL TO RUN THE TROUBLESHOOTING CHECKLIST WHICH LED TO THE LANDING GEAR WILL NOT EXTEND NORMALLY CHECKLIST. THE CREW RAN THE CHECKLIST, ENDING WITH PULLING THE EMERGENCY EXTENSION T-HANDLE. AT THIS POINT WE DID HEAR THE EMERGENCY EXTENSION BOTTLE BLOW, HOWEVER NONE OF THE GEAR DOWN/LOCK LIGHTS WERE ILLUMINATED AND THE GEAR UNLOCKED LIGHT WAS STILL ILLUMINATED. PER THE CHECKLIST, THE CREW ATTEMPTED TO YAW THE AIRPLANE TO FULLY LOCK THE GEAR BUT WERE UNSUCCESSFUL IN DOING SO. THE CREW THEN DECLARED AN EMERGENCY WITH ATC. THE CREW THEN COORDINATED WITH ATC FOR A LOW-LEVEL PASS FOR VISUAL GEAR INSPECTION. THE CREW WAS ADVISED THAT THE LEFT MAIN GEAR LOOKED FULLY EXTENDED, THE RIGHT MAIN GEAR WAS PARTIALLY EXTENDED, AND THE NOSE GEAR WAS FULLY RETRACTED BUT THE NOSE GEAR DOORS WERE OPEN. SEVERAL MANEUVERS WERE ATTEMPTED AND VISUAL INSPECTION PASSES WERE OBSERVED, HOWEVER THERE WAS NO IMPROVEMENT AND NO GEAR LOCK INDICATION. THE CREW BRIEFED THE PASSENGER AND BRIEFED THE APPROACH REFERENCING THE MANUAL. THE BRIEFING INCLUDED THE LANDING SEQUENCE AND WHAT EACH CREW MEMBER WOULD BE DOING. THE CREW STABILIZED THE AIRCRAFT WITH OUR FLAPS STUCK IN THE APP POSITION. AT THE THRESHOLD OF THE RUNWAY, THE PIC RETARDED THE POWER LEVERS WHILE SIC INITIATED THE ENGINE SECURING PROCEDURE. AS THE AIRCRAFT SLOWED, THE CREW GLIDED THROUGH GROUND EFFECT AND TOUCHED DOWN ON THE MAIN GEAR AND HELD THE NOSE OFF AS LONG AS POSSIBLE EXPECTING THE NOSE TO DROP AND IMPACT THE GROUND. AT SOME POINT DURING THE TOUCHDOWN, THE NOSE GEAR DROPPED AND LOCKED. THE AIRCRAFT SLOWED, THE NOSE CAME DOWN ON THE NOSE GEAR, BUT THE RIGHT MAIN GEAR BEGAN TO COLLAPSE CAUSING THE RIGHT-WING TIP TO CONTACT THE GROUND. DIRECTIONAL CONTROL WAS MAINTAINED AS LONG AS POSSIBLE UTILIZING THE LEFT BRAKE UNTIL THE AIRCRAFT SLOWLY LOST DIRECTIONAL CONTROL AND CAME TO A STOP IN A 90 DEGREE RIGHT TURN FROM OUR ORIGINAL FLIGHT PATH. THE CREW THEN EVACUATED THE PASSENGER AND THEMSELVES.