What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On 3/24/94, N8675P, Piper PA24-260, s/n 24-4123 departed Millard, Nebraska, on a personal flight to columbus, Nebraska. Upon arrival at columbus, Nebraska, the pilot placed the landing gear selector to the down position and could not obtain a landing gear down and locked indication. The pilot found the landing gear circuit breaker open and proceeded to reset and try the gear again. The circuit breaker opened again and the pilot tried this a couple of more times. The pilot contacted the local FBO personnel and conducted a fly-by to check position of the landing gear. The FBO personnel advised the pilot that the gear was only partially extended. The pilot elected to return to the Millard, Nebraska airport. Upon return to the Millard area the pilot contacted the local FBO who advised the pilot to conduct various maneuvers to try and extend the gear. The pilot accomplished all available emergency procedures according to the aircraft handbook and maneuvers with no results. The pilot proceeded to land on runway 12 with the landing gear retracted. The pilot did not receive any injuries and the aircraft sustained minor damage to the prop and lower fuselage skins and antenna and la nding gear retraction system components. Subsequent investigation indicated that the nose landing gear shock strut had lost its pneumatic charge and that the strut was in a compressed state when the gear was retracted. The right side of the nose gear fork lodged itself on the right pivot bolt of the drag brace due to the strut being compressed. When the gear was selected down, the gear motor was unable to overcome the pressure of the fork and bolt interlock and subsequently the gear motor circuit breaker opened. The nose strut was noted to be dirty and gritty, and was stiff and sluggish during extension and compression. A review of the aircraft paperwork and maintenance records indicated that the aircraft was properly registered and certified for the operations being conducted. The last annual inspection was conducted on 11/5/93. The aircraft total time is 4719.4 hours. This incident is closed with this report.
As the FAA filed it
ON 3/24/94, N8675P, PIPER PA24-260, S/N 24-4123 DEPARTED MILLARD, NEBRASKA, ON A PERSONAL FLIGHT TO COLUMBUS, NEBRASKA. UPON ARRIVAL AT COLUMBUS, NEBRASKA, THE PILOT PLACED THE LANDING GEAR SELECTOR TO THE DOWN POSITION AND COULD NOT OBTAIN A LANDING GEAR DOWN AND LOCKED INDICATION. THE PILOT FOUND THE LANDING GEAR CIRCUIT BREAKER OPEN AND PROCEEDED TO RESET AND TRY THE GEAR AGAIN. THE CIRCUIT BREAKER OPENED AGAIN AND THE PILOT TRIED THIS A COUPLE OF MORE TIMES. THE PILOT CONTACTED THE LOCAL FBO PERSONNEL AND CONDUCTED A FLY-BY TO CHECK POSITION OF THE LANDING GEAR. THE FBO PERSONNEL ADVISED THE PILOT THAT THE GEAR WAS ONLY PARTIALLY EXTENDED. THE PILOT ELECTED TO RETURN TO THE MILLARD, NEBRASKA AIRPORT. UPON RETURN TO THE MILLARD AREA THE PILOT CONTACTED THE LOCAL FBO WHO ADVISED THE PILOT TO CONDUCT VARIOUS MANEUVERS TO TRY AND EXTEND THE GEAR. THE PILOT ACCOMPLISHED ALL AVAILABLE EMERGENCY PROCEDURES ACCORDING TO THE AIRCRAFT HANDBOOK AND MANEUVERS WITH NO RESULTS. THE PILOT PROCEEDED TO LAND ON RUNWAY 12 WITH THE LANDING GEAR RETRACTED. THE PILOT DID NOT RECEIVE ANY INJURIES AND THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE PROP AND LOWER FUSELAGE SKINS AND ANTENNA AND LA NDING GEAR RETRACTION SYSTEM COMPONENTS. SUBSEQUENT INVESTIGATION INDICATED THAT THE NOSE LANDING GEAR SHOCK STRUT HAD LOST ITS PNEUMATIC CHARGE AND THAT THE STRUT WAS IN A COMPRESSED STATE WHEN THE GEAR WAS RETRACTED. THE RIGHT SIDE OF THE NOSE GEAR FORK LODGED ITSELF ON THE RIGHT PIVOT BOLT OF THE DRAG BRACE DUE TO THE STRUT BEING COMPRESSED. WHEN THE GEAR WAS SELECTED DOWN, THE GEAR MOTOR WAS UNABLE TO OVERCOME THE PRESSURE OF THE FORK AND BOLT INTERLOCK AND SUBSEQUENTLY THE GEAR MOTOR CIRCUIT BREAKER OPENED. THE NOSE STRUT WAS NOTED TO BE DIRTY AND GRITTY, AND WAS STIFF AND SLUGGISH DURING EXTENSION AND COMPRESSION. A REVIEW OF THE AIRCRAFT PAPERWORK AND MAINTENANCE RECORDS INDICATED THAT THE AIRCRAFT WAS PROPERLY REGISTERED AND CERTIFIED FOR THE OPERATIONS BEING CONDUCTED. THE LAST ANNUAL INSPECTION WAS CONDUCTED ON 11/5/93. THE AIRCRAFT TOTAL TIME IS 4719.4 HOURS. THIS INCIDENT IS CLOSED WITH THIS REPORT.
Other reports on N8675P · 2
Matched to the same aircraft by N-number and date.