# NTSB DEN05LA091: Cessna 340A, N155RP, Santa Fe, NM, June 17, 2005 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 17, 2005, 12:28 local (18:28 UTC) - Place: Santa Fe, NM - Coordinates: 35.600898, -106.109863 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.6009&lon=-106.1099&mi=10 - Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report October 27, 2005 - Report: Approved by Office Director - Parties: Albuquerque, New Mexico - NTSB case key (mKey): 61756 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN05LA091 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61756/pdf - Page: https://openairdocs.org/ntsb/DEN05LA091 ## Probable cause total failure of the main landing gear due to improper installation of the push-pull tubes by maintenance personnel, and their failure to follow proper procedures/directives. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Gear collapsed, taxi - from landing - maintenance,installation - improper, other maintenance personnel (cause) - landing gear,main gear - failure,total (cause) - procedures/directives - not followed, other maintenance personnel (cause) ## Analysis While taxiing from landing following a post-annual inspection flight, the right main landing gear collapsed. Maintenance records indicated both main landing gear push-pull tubes had been removed when the gear was rigged. The service manual requires the drive tubes --- not the push-pull tubes --- be disconnected. The left push-pull appeared to have been installed upside down and had not been properly aligned. Aircraft load was transmitted to the center pivot on the main landing gear bellcrank, causing it to fail. NTSB's Materials Laboratory said there was a "ductile overstress fracture in direct shear," causing instantaneous overload of the bolt. ## Factual narrative On June 17, 2005, at 1228 mountain daylight time, a Cessna 340A, N155RP, piloted by an airline transport pilot, was substantially damaged when the right main landing gear collapsed while taxiing from landing at Santa Fe Municipal Airport (SAF), Santa Fe, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The local personal flight was being conducted under the provisions of 14 CFR Part 91 without a flight plan. The pilot was not injured. The flight originated at Santa Fe, New Mexico, approximately 1155. The pilot said this was the first flight for the airplane after an annual inspection, and he was "breaking in a new cylinder." The flight, which included an in-flight gear extension and retraction, was uneventful. After landing and while taxiing back to the hangar, the right main landing gear collapsed and the right wing struck the ground. Postaccident inspection disclosed multiple broken ribs in the right wing. A bolt attached to the lower portion of the bell crank was sheared and the main landing gear trunion was broken. An FAA inspector said that during the annual inspection, maintenance personnel had improperly rigged the main landing gear. According to maintenance records, both main landing gear push-pull tubes were removed when the gear were rigged. The Cessna 340A service manual requires the drive tubes --- not the push-pull tubes --- be disconnected. The left push-pull appeared to be installed upside down. When the center attach point bolt sheared, the load was transmitted to the clevis on the landing gear trunion and it failed. A Cessna Aircraft Company spokesman agreed, saying the failure mode of the bolt suggested improper rigging of the overcenter mechanism. When the push-pull tubes were reinstalled, they were not properly aligned. Aircraft load was transmitted to the center pivot on the main landing gear bellcrank, causing it to fail. The failed bolt was examined by NTSB's Materials Laboratory. Their report confirmed "ductile overstress fracture in direct shear" caused by instantaneous overload of the bolt. Numerous attempts to obtain a completed NTSB Form 6120.12 from the pilot were unsuccessful. ## Aircraft - Registration: [N155RP](https://openairdocs.org/deregistered/N155RP-2024-06-10), registration cancelled 2024-06-10, S/N 340A1265, built 1981 (OpenAirDocs) - Reported make and model: Cessna 340A - Registry model: [Cessna 340A](https://openairdocs.org/model/cessna-340a) (registry code 2076405) (OpenAirDocs) - Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 340A1265 - Engines: Continental TSIO-520-NB reciprocating - Damage: Substantial damage - Flight: Flight test, Part 91 - Last inspection: Annual, June 1, 2005, 1 hours before - Departed: SAF, Sante Fe, NM - Destination: SAF, Sante Fe, NM - Airport: KSAF, Sante Fe Municipal, runway 150, 6,307 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; commercial, airline transport; airplane ratings: multi-engine land, single-engine land; medical: class 1, with waivers/limitations; flight hours: 9,268 total, 9,166 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 10 knots, gusting 14 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 84 °F, dew point 14 °F - Altimeter: 30.04 inHg - Observed at: SAF ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20050617010769A](https://openairdocs.org/incident/20050617010769A), Jun 17, 2005: Cessna 340A, Santa Fe, NM, Substantial damage. (-23) On June 17, 2005, at 1228 MDT, a Cessna 340A, N155RP, registered to formula partners, LLC, had the right main landing gear collapse on landing at the… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.