ERA15LA249

According to the pilot, after receiving clearance to land, he completed the before landing checklist. He added that, during the touchdown, the landing gear collapsed. According to photographs provided by the airport authority, the airplane came to rest on its belly with the right main and nose landing gears collapsed and the left main landing gear partially extended. Postaccident examination of the landing gear system revealed that the outer sidewall of each main landing gear tire exhibited scuff marks and that the main landing gear door was scraped. Further examination revealed that both of the main landing gear extension rods were bent at the assembly actuator and that the nose landing gear extension/retraction rod was fractured. This evidence is consistent with a landing attempt with the landing gear in transit rather than fully extended as reported by the pilot. No preimpact mechanical abnormalities were noted with the landing gear system that would have precluded normal operation. The recorded weather at the time of the accident indicated that thunderstorms existed near the airport, and photographs taken shortly after the accident show thunderstorms at the airport. Therefore, it is possible that the pilot was distracted by the approaching thunderstorm, which led to his completing the before landing checklist too late during the approach for the landing gear to fully extend before landing.

Beechcraft Pilot Operating Handbook According to the airplane's pilot operating handbook (POH), Section IV, "Normal Procedures" states in the before landing checklist, "Landing Gear – Down" Section VII, "Systems Description" states "The landing gear is operated through adjustable linkage connected to an actuator assembly mounted beneath the front seats. The actuator assembly is driven by an electric motor. The landing gear may be electrically retracted and extended, and may be extended manually." The section further describes the warning horn system associated with the landing gear, which states in part "If either or both throttles are retarded below an engine setting sufficient to sustain two engine flight with the landing gear retracted, a warning horn will sound intermittently…" According to the airplane manufacturer's maintenance manual for the landing gear system, the nose landing gear was a mechanical linked system and only the main landing gear utilized a down lock system. The low-wing, all-metal, retractable landing gear airplane, serial number TC-1956, was manufactured in 1976. It was powered by two Continental Motors IO-470-L engines and driven by two Hartzell model BHC-C2YF-2CHF controllable-pitch propellers. Review of copies of maintenance logbook records showed an annual inspection was completed on April 30, 2015, at a recorded hour-meter and aircraft total time of 3,299.4 hours. In addition, the maintenance entry stated "aircraft placed on jacks and retraction test performed." The hour-meter at the accident location was observed and indicated 3,403.4 hours. On June 19, 2015, about 1108 eastern daylight time, a Beech B-55, N216RW, experienced a gear-up landing at St. Petersburg/Clearwater International Airport (PIE), St. Petersburg, Florida. The airplane sustained substantial damage to the nose gear airframe structure. Visual meteorological conditions prevailed and an instrument rules flight plan was filed for the personal flight that departed Northwest Florida Beaches International Airport (ECP), Panama City, Florida, about 0930. The airplane was owned and operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91. According to the pilot, after being given landing clearance from the airport air traffic control tower, he utilized the before landing checklist. He reported that he utilized full flaps and the landing gear indicator lights illuminated with three green lights, which indicated the landing gear was extended and in the locked position. The airplane contacted the runway about 100 feet past the runway lights and subsequently made an "uncontrollable right turn and the wing drop[ped]." The nose and right main landing gear collapsed and the airplane came to rest on the paved portion of the runway. The 1108 recorded special weather observation at PIE, indicated wind from 020 degrees at 6 knots, 10 miles visibility, and thunderstorms. The remarks section also indicated that lighting wasobserved to the north, northeast, and south of the airport. Photographs, provided by the airport authority, taken at 1133 revealed dark storm clouds in the immediate vicinity of the airport. The pilot, age 59, held an airline transport pilot certificate with a rating for airplane multiengine land and commercial pilot privileges for airplane single-engine land, rotorcraft-helicopter, and instrument helicopter, as well as type rated in other aircraft. His most recent first-class Federal Aviation Administration (FAA) medical certificate was issued November 12, 2014. According to the pilot, he had about 12,000 total hours of flight experience and about 500 flight hours in the accident aircraft make and model. According to a FAA inspector that responded to the accident location, and photographic evidence, the airplane was removed from the runway utilizing a tow truck and a flatbed truck. The airplane's landing gear was manually lowered and both main landing gear down lock switches activated; however, the nose landing gear down lock switch would not activate. Examination of the airplane revealed the airframe structure and lower portion of the forward bulkhead, in the vicinity of the nose landing gear, was substantially damaged. Due to recovery personnel manipulation of the flap lever, this investigation could not conclusively determine the flap position at the time of the accident. A follow-up examination was conducted by a FAA inspector on July 20, 2015. The inspector's statement and photographic evidence revealed that both main landing gear tires contained scuff marks on the outer sidewall of each tire, with damage concentrated in a localized area. The main landing gear inboard doors exhibited scrape marks along the lower outside portion of the door. Both front seats were removed in order to gain access to the landing gear actuator assembly and both main gear extension rods were bent at the assembly actuator. A lower fuselage access panel was removed and revealed that the nose landing gear aft extension/retraction rod was fractured. Due to the noted damage, a landing gear extension/retraction was unable to be accomplished.