On February 5, 2005, at 1100 Pacific standard time, a Smith Aerostar 601, N23LL, landed short of runway 36, hit a raised asphalt lip on the edge of the runway and collapsed the right landing gear at French Valley Airport (F70), Murrieta/Temecula, California. The runway was under construction at the time and the first 500 feet of runway 36 was closed. The private pilot/owner operated the airplane under the provisions of 14 CFR Part 91. The airplane sustained substantial damage. The pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed for the local area flight that departed Chino Airport (CNO), Chino, California, about 1030. No flight plan had been filed. The National Transporation Safety Board investigator-in-charge (IIC) interviewed the pilot. The pilot stated that there were no problems with the approach to runway 36, and said "everything was perfect." The winds were light and variable out of the north. At the approach end of the runway was a small 6-inch lip. The pilot stated that the right landing gear struck the lip after touchdown and the airplane skidded off to the right side of the runway into the grassy area of the airport. The pilot stated that there were no cones marking the area. According to the airport supervisor for Riverside County airports, the automated weather observing system (AWOS) reported construction for planned runway extension for runway 36 that would result in a runway length reduction along runway 18/36. The AWOS notification stated: "Runway length 18/36 will be 4,100 [feet] until further notice. The south end of taxiway alpha will be closed on weekdays; however, it will open on Friday's at 4:30pm and closed on Monday's at 7:30am through construction. It will also be open on holidays. Further information to follow as it becomes available." The Airport/ Facility Directory, Southwest U. S., indicated runway 36 was 4,600 feet long and 75 feet wide. The runway surface was composed of asphalt. Maintenance personnel, working on the west side of the approach end of runway 36, did not see the airplane touchdown, but heard it skidding off to the east of the runway. The maintenance crew had been working on delineators from the runway between the existing runway and the planned extension. The maintenance supervisor reported to the Safety Board IIC that the planned extension would lengthen the existing runway, and orange work cones marked a 500-foot displaced threshold to the existing runway. The supervisor found witness marks in the dirt area just prior to the threshold. He further observed three equidistant skid marks on the runway that continued onto the grassy portion of the runway where the airplane came to rest. The Safety Board IIC mailed the pilot the Pilot/Operator Aircraft Accident/Incident Report (NTSB Form 6120.1/2) on two separate occasions by certified mail. Once on February 9, 2005, and the second time, after speaking with the pilot to confirm the mailing address, on April 25, 2006. The pilot did not return the accident report form.