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.

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