On April 28, 2003, about 1235 eastern daylight time, a Cessna 177RG, N8015G, registered to and operated by CAMS Flight Inc., partially separated the right landing gear during landing at St. Petersburg/Clearwater International Airport, Clearwater, Florida. Visual meteorological conditions prevailed at the time. An instrument flight rules flight plan was filed for the Title 14 CFR Part 91 personal flight. The airplane incurred substantial damage. The instrument rated private pilot and passenger reported no injuries. The flight had departed from Key West, Florida, earlier that day at about 1055. The pilot stated that the landing and initial rollout were normal with touchdown occurring at about an indicated airspeed of 60 mph using full flaps. Approximately 100 to 200 feet down the runway, the nose suddenly dropped. He applied back pressure to the yoke, began braking, and intentionally steered towards the grass off the left side of the runway. At the left side of the runway, the left wing came up, the nose dropped, right main gear separated, and the propeller struck the runway. He further stated that he might have used "too much left rudder." The passenger seated in the right front seat stated that during the rollout, the right wing tipped and she saw the pilot was "very busy with the yoke." The airplane was going left towards the grass and started skidding sideways coming to a sudden stop. As part of the initial checkout in the accident airplane, the pilot received 1.4 hours of flight familiarization including two landings and 1 hour of ground instruction from a certified flight instructor. At the time of the accident, the pilot had logged 7.2 total hours in the accident airplane make and model. The FAA inspector that examined the wreckage stated the right landing gear broke approximately 8 to 12 inches up the gear strut from the brake caliper and that the break was a ductile break consistent with a high impact stress. The surface area of the break did not show any fatigue or markings associated with a fatigue fracture. The nose gear was partially collapsed as well. The airplane last annual inspection was 40 hours prior to the accident. The Cessna 177RG Owners Manual states, "When landing in a strong crosswind, use the minimum flap setting required for the field length." At the time of the accident, the reported winds were 070 at 9 knots and the pilot was landing runway 17L with full flaps. A photo provided by the operator of the airplane shortly after the accident shows the flaps in a lowered position, the airplane in a perpendicular position to the runway, the lower section of right main landing gear missing, the nose landing gear bent toward the left of the airplane, the nose gear strut in a extended position, and the markings on the runway are consistent with the airplane skidding sideways in a left direction on the left side of the runway center line.