|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : lgb.airport|
|Altitude||agl single value : 0|
|Operator||general aviation : personal|
|Make Model Name||Bonanza 35|
|Operating Under FAR Part||Part 91|
|Flight Phase||landing : roll|
|Function||instruction : trainee|
|Qualification||pilot : private|
pilot : instrument
|Experience||flight time last 90 days : 26.5|
flight time total : 235.3
flight time type : 7.1
|Function||instruction : instructor|
|Anomaly||aircraft equipment problem : critical|
maintenance problem : improper maintenance
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : insufficient time|
|Maintenance||performance deficiency : repair|
performance deficiency : inspection
performance deficiency : fault isolation
Flight Crew Human Performance
Maintenance Human Performance
|Primary Problem||Maintenance Human Performance|
The right main gear of the bonanza V35B, which I was flying, was collapsed on rollout. I am a commercial student and using the bonanza for my training. I am not yet checked out in this aircraft. My instructor was sitting in the right seat. I departed sna and proceeded to lgb for pattern work. Since this was a local area flight, I did not attain a formal WX brief. I acquired ATIS for both airports before departing sna. After landing on the numbers, I began to apply normal brakes. My instructor directed me to 'let off' the brakes and let the aircraft's momentum carry it off onto taxiway K. At this time my airspeed indicator was reading approximately 30 KTS. I began a turn about 30 degrees off of the centerline. Immediately the gear warning horn activated and the right main gear collapsed. Prior to landing, all 3 gear lights indicated 'green.' the only damage to the aircraft was to the 'right main gear,' 'right flap,' and some 'folding of the skin' on the outer portion of the right wing. I had flown this same aircraft the week before with the same instructor. During power-off stall/recovery practice, the right main gear failed to lock (as indicated by the gear lock indicator light). I had to perform a manual gear extension. I squawked the problem at school upon return to the airport. The next day it was signed off as 'ok to fly' by one of the chief instructors. There was no indication that the plane had been inspected by a certified mechanic. I believe I made 3 critical mistakes which contributed to the incident. All are attributed to the fact that I have very little time in type, and was receiving instruction from the 'PIC,' (as I was not endorsed to fly complex or high performance aircraft). First, I flew the plane after squawking it without insuring that a mechanic inspected the gear. I settled for an 'ok' from a pilot. Second, I let the instructor override my natural instinct to continue to apply normal brakes. Third, I let the instructor override my desire to continue down the runway and wait for a taxiway beyond that which he directed me to take. I am not sure if any of these mistakes caused the collapse of the gear, but it is possible that had I given more credit to my own judgement, I very well may have been able to prevent this occurrence. I believe the cause was mechanical, but I still may have been able to influence the nature of the outcome.
Original NASA ASRS Text
Title: TRAINING BE35 HAS GEAR COLLAPSE WHILE LNDG. STUDENT CONCERNED WITH INCOMPLETE MAINT ACTION.
Narrative: THE R MAIN GEAR OF THE BONANZA V35B, WHICH I WAS FLYING, WAS COLLAPSED ON ROLLOUT. I AM A COMMERCIAL STUDENT AND USING THE BONANZA FOR MY TRAINING. I AM NOT YET CHKED OUT IN THIS ACFT. MY INSTRUCTOR WAS SITTING IN THE R SEAT. I DEPARTED SNA AND PROCEEDED TO LGB FOR PATTERN WORK. SINCE THIS WAS A LCL AREA FLT, I DID NOT ATTAIN A FORMAL WX BRIEF. I ACQUIRED ATIS FOR BOTH ARPTS BEFORE DEPARTING SNA. AFTER LNDG ON THE NUMBERS, I BEGAN TO APPLY NORMAL BRAKES. MY INSTRUCTOR DIRECTED ME TO 'LET OFF' THE BRAKES AND LET THE ACFT'S MOMENTUM CARRY IT OFF ONTO TXWY K. AT THIS TIME MY AIRSPD INDICATOR WAS READING APPROX 30 KTS. I BEGAN A TURN ABOUT 30 DEGS OFF OF THE CTRLINE. IMMEDIATELY THE GEAR WARNING HORN ACTIVATED AND THE R MAIN GEAR COLLAPSED. PRIOR TO LNDG, ALL 3 GEAR LIGHTS INDICATED 'GREEN.' THE ONLY DAMAGE TO THE ACFT WAS TO THE 'R MAIN GEAR,' 'R FLAP,' AND SOME 'FOLDING OF THE SKIN' ON THE OUTER PORTION OF THE R WING. I HAD FLOWN THIS SAME ACFT THE WK BEFORE WITH THE SAME INSTRUCTOR. DURING PWR-OFF STALL/RECOVERY PRACTICE, THE R MAIN GEAR FAILED TO LOCK (AS INDICATED BY THE GEAR LOCK INDICATOR LIGHT). I HAD TO PERFORM A MANUAL GEAR EXTENSION. I SQUAWKED THE PROB AT SCHOOL UPON RETURN TO THE ARPT. THE NEXT DAY IT WAS SIGNED OFF AS 'OK TO FLY' BY ONE OF THE CHIEF INSTRUCTORS. THERE WAS NO INDICATION THAT THE PLANE HAD BEEN INSPECTED BY A CERTIFIED MECH. I BELIEVE I MADE 3 CRITICAL MISTAKES WHICH CONTRIBUTED TO THE INCIDENT. ALL ARE ATTRIBUTED TO THE FACT THAT I HAVE VERY LITTLE TIME IN TYPE, AND WAS RECEIVING INSTRUCTION FROM THE 'PIC,' (AS I WAS NOT ENDORSED TO FLY COMPLEX OR HIGH PERFORMANCE ACFT). FIRST, I FLEW THE PLANE AFTER SQUAWKING IT WITHOUT INSURING THAT A MECH INSPECTED THE GEAR. I SETTLED FOR AN 'OK' FROM A PLT. SECOND, I LET THE INSTRUCTOR OVERRIDE MY NATURAL INSTINCT TO CONTINUE TO APPLY NORMAL BRAKES. THIRD, I LET THE INSTRUCTOR OVERRIDE MY DESIRE TO CONTINUE DOWN THE RWY AND WAIT FOR A TXWY BEYOND THAT WHICH HE DIRECTED ME TO TAKE. I AM NOT SURE IF ANY OF THESE MISTAKES CAUSED THE COLLAPSE OF THE GEAR, BUT IT IS POSSIBLE THAT HAD I GIVEN MORE CREDIT TO MY OWN JUDGEMENT, I VERY WELL MAY HAVE BEEN ABLE TO PREVENT THIS OCCURRENCE. I BELIEVE THE CAUSE WAS MECHANICAL, BUT I STILL MAY HAVE BEEN ABLE TO INFLUENCE THE NATURE OF THE OUTCOME.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.