Narrative:

On jun/mon/04 after refueling and getting a WX briefing, I filed an IFR flight plan to home airport with boise FSS. Received clearance to 13000 ft because of rising clouds and another pilot on the same frequency in the area reporting light rime ice in the clouds. Around fort bridger, I asked for and was cleared to climb to 15000 ft. Near rock springs a twring cumulus required a slight deviation, so I deviated slightly to the right. I was calling center to tell them, when they called me. They ok'ed the deviation and told me to report back on course. After switching to ZDV, I asked to deviate left and was approved. However, when I asked to descend to 13000 ft to stay clear of the clouds there was no answer. So I stayed at 15000 ft and deviated further to the left. I was able to stay just below the clouds, by this continued deviation. There was a huge buildup over medicine bow mountain, but then I was able to turn back south after passing it, attempting to get back on course to gxy, en route to 48V. It was clear below around laramie. I called ZDV to get clearance to land, but there was no answer. I called flight watch for another frequency. There was no answer on that frequency either. As I made that transmission, my low amp warning sounded and the amp gauge went to zero momentarily. I felt that this was a bad sign. It was decision time. There was a wall of clouds in front of me and a clear airport below, and no center communication. So I squawked 7600 and began a rapid descent to stay free of the clouds and ice and get to laramie while the hole remained open. There were showers a few mi to the east. As I called unicom at laramie, I got a warning beep and noted zero amps momentarily with transmission of my request for airport information. The guy's response was unclr. I heard runway 12 closed, no wind, calm. At the same time, my other radio came alive with center asking why I was deviating. I told them because the solid clouds above and the clear airport below. They insisted on giving me a number to call while I was trying to get ready to land. I was distraction. I had to write the number down, they were very insistent. I forgot to turn my oxygen down from the 15000 ft setting. I saw runway 30 in front of me and put the gear down to land and announced my intentions to local traffic. There was no response, so I landed. I touched down over a yellow 'X' and realized I was on a closed runway, but I thought safe. A moment later, I passed between the first set of cones on the rollout, only to collide with my left gear as I came to the second set of cones. My left gear then collapsed, followed by my right gear and then I slid to a stop after leaving the runway to the right. Nosewheel stayed down and in place. No one was hurt. The body of the aircraft was unscratched, but the main gear were broken, along with 1 propeller blade. VFR conditions: pilot was distraction by 2 radio calls at same time. Pilot was anxious to land and didn't do normal pattern. Recurrence could be prevented by following all normal procedures and not allowing others to distract and staying focused on normal landing sequence and procedures.

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Original NASA ASRS Text

Title: AFTER A DIVERSION DUE TO AN ELECTRICAL PWR FAILURE, A NORDO VELOCITY IS DAMAGED AFTER MAIN LNDG GEAR COLLAPSES WHEN LNDG ON A CLOSED RWY AND COLLIDING WITH CONSTRUCTION CONES, RWY 30 AT LAR, WY.

Narrative: ON JUN/MON/04 AFTER REFUELING AND GETTING A WX BRIEFING, I FILED AN IFR FLT PLAN TO HOME ARPT WITH BOISE FSS. RECEIVED CLRNC TO 13000 FT BECAUSE OF RISING CLOUDS AND ANOTHER PLT ON THE SAME FREQ IN THE AREA RPTING LIGHT RIME ICE IN THE CLOUDS. AROUND FORT BRIDGER, I ASKED FOR AND WAS CLRED TO CLB TO 15000 FT. NEAR ROCK SPRINGS A TWRING CUMULUS REQUIRED A SLIGHT DEV, SO I DEVIATED SLIGHTLY TO THE R. I WAS CALLING CTR TO TELL THEM, WHEN THEY CALLED ME. THEY OK'ED THE DEV AND TOLD ME TO RPT BACK ON COURSE. AFTER SWITCHING TO ZDV, I ASKED TO DEVIATE L AND WAS APPROVED. HOWEVER, WHEN I ASKED TO DSND TO 13000 FT TO STAY CLR OF THE CLOUDS THERE WAS NO ANSWER. SO I STAYED AT 15000 FT AND DEVIATED FURTHER TO THE L. I WAS ABLE TO STAY JUST BELOW THE CLOUDS, BY THIS CONTINUED DEV. THERE WAS A HUGE BUILDUP OVER MEDICINE BOW MOUNTAIN, BUT THEN I WAS ABLE TO TURN BACK S AFTER PASSING IT, ATTEMPTING TO GET BACK ON COURSE TO GXY, ENRTE TO 48V. IT WAS CLR BELOW AROUND LARAMIE. I CALLED ZDV TO GET CLRNC TO LAND, BUT THERE WAS NO ANSWER. I CALLED FLT WATCH FOR ANOTHER FREQ. THERE WAS NO ANSWER ON THAT FREQ EITHER. AS I MADE THAT XMISSION, MY LOW AMP WARNING SOUNDED AND THE AMP GAUGE WENT TO ZERO MOMENTARILY. I FELT THAT THIS WAS A BAD SIGN. IT WAS DECISION TIME. THERE WAS A WALL OF CLOUDS IN FRONT OF ME AND A CLR ARPT BELOW, AND NO CTR COM. SO I SQUAWKED 7600 AND BEGAN A RAPID DSCNT TO STAY FREE OF THE CLOUDS AND ICE AND GET TO LARAMIE WHILE THE HOLE REMAINED OPEN. THERE WERE SHOWERS A FEW MI TO THE E. AS I CALLED UNICOM AT LARAMIE, I GOT A WARNING BEEP AND NOTED ZERO AMPS MOMENTARILY WITH XMISSION OF MY REQUEST FOR ARPT INFO. THE GUY'S RESPONSE WAS UNCLR. I HEARD RWY 12 CLOSED, NO WIND, CALM. AT THE SAME TIME, MY OTHER RADIO CAME ALIVE WITH CTR ASKING WHY I WAS DEVIATING. I TOLD THEM BECAUSE THE SOLID CLOUDS ABOVE AND THE CLR ARPT BELOW. THEY INSISTED ON GIVING ME A NUMBER TO CALL WHILE I WAS TRYING TO GET READY TO LAND. I WAS DISTR. I HAD TO WRITE THE NUMBER DOWN, THEY WERE VERY INSISTENT. I FORGOT TO TURN MY OXYGEN DOWN FROM THE 15000 FT SETTING. I SAW RWY 30 IN FRONT OF ME AND PUT THE GEAR DOWN TO LAND AND ANNOUNCED MY INTENTIONS TO LCL TFC. THERE WAS NO RESPONSE, SO I LANDED. I TOUCHED DOWN OVER A YELLOW 'X' AND REALIZED I WAS ON A CLOSED RWY, BUT I THOUGHT SAFE. A MOMENT LATER, I PASSED BTWN THE FIRST SET OF CONES ON THE ROLLOUT, ONLY TO COLLIDE WITH MY L GEAR AS I CAME TO THE SECOND SET OF CONES. MY L GEAR THEN COLLAPSED, FOLLOWED BY MY R GEAR AND THEN I SLID TO A STOP AFTER LEAVING THE RWY TO THE R. NOSEWHEEL STAYED DOWN AND IN PLACE. NO ONE WAS HURT. THE BODY OF THE ACFT WAS UNSCRATCHED, BUT THE MAIN GEAR WERE BROKEN, ALONG WITH 1 PROP BLADE. VFR CONDITIONS: PLT WAS DISTR BY 2 RADIO CALLS AT SAME TIME. PLT WAS ANXIOUS TO LAND AND DIDN'T DO NORMAL PATTERN. RECURRENCE COULD BE PREVENTED BY FOLLOWING ALL NORMAL PROCS AND NOT ALLOWING OTHERS TO DISTRACT AND STAYING FOCUSED ON NORMAL LNDG SEQUENCE AND PROCS.

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.