What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Narrative: pilot reported he lost radio due to electrical problems. The right MLG failed to lock down. Manual attempts to pump gear down were unsuccessful. Subsequent landing resulted in right gear collapsing upon landing at Sacramento, CA (sac). Extensive damage to nose gear/propeller and cowling. No injuries. Minor property damage to airfield. (Sign). On January 2, 1998, at approximately 11:45 am, two sac-fsdo inspectors were dispatched to investigate a gear up landing at sac. The aircraft, with three uninjured occupants, landed on and skidded off runway 12 after the right main collapsed upon landing. Examination of the aircraft at the scene revealed the aircraft landed on the runway then veered right off the pavement. After the aircraft departed the pavement, it first collided with and demolished a lighted airfield directional sign. The aircraft continued for approximately 60 yards across dirt and grass until the nose gear struck a cement manhole casement shortly before coming to rest. It appears the nose tire blew and the nose gear immediately collapsed after it struck the cement casement shortly before coming to rest. It appears the nose tire blew and the nose gear immediately collapsed after it struck the cement casement. An interior check revealed the gear handle and flap lever was down, master switch was off and all circuit breakers were in. The master switch was momentarily engaged to assess power availability and immediately resulted in power application and gear motor operation. After a brief overall evaluation , the aircraft was cleared to be removed off the runway area to allow reopening of runway 12. Another examination was made of the aircraft later that day after it was stabilized on a local parking spot. The right main gear was now down and locked, however the nose gear was still collapsed due to extensive damage. A voltage check of the battery revealed about 19 volts. The hydraulic gear reservoir was full of fluid. Both amber and green gear indication lights did operate when pushed to test and the warning horn did function. Operation of the hand pump provided resistance and pressure to the gear system. A review of the aircraft records did not reveal any anomalies or any abnormal maintenance actions. Skybound aviation mechanic checked the battery and had the alternator tested which resulted in no abnormalities detected. A cd player, installed via a field approval, however did malfunction and according to sky bound, it has yet to be checked to determine its condition. Their report is attached. An interview with the pilot was performed by the operations inspector immediately after the occurrence of this incident. During the interview, the pilot, Mr. Toby stubbs, private pilot certificate 567925702, confirmed having problems starting the aircraft at time of departure, and having the need to use external power for starting. Under marginal VFR conditions, the pilot departed sutter, co airport enroute to mather field, picked up two passengers and departed mather on a scenic flight. At 6000 feet, he experienced more electrical problems. Avionics were not operating properly, and radio reception became very weak. He attempted to switch radios but that didn't help. He also indicated that he did not recycle the "master switch", nor refer to the emergency checklist for electrical failure. The pilot revealed very little about the aircraft systems operation at the time he experienced electrical system problems. The pilot was unable to ascertain ammeter indications or whether the electrical "low voltage" warning had illuminated. We could not determine if the alternator was off line or status of battery if only battery power was available. The pilot recognized the airplane as experiencing electrical failure and decided to return to mather for landing. On short final approach to runway 22 at mather, the right front passenger informed the pilot that the landing gear is not down. At that time, the pilot initiated a go around and decided to proceed to Sacramento Executive Airport. Enroute to executive, the pilot attenpted to extend the gear using the emergency extension system, but again without referring to the emergency checklist. He revealed that, no circuit breakers had popped out, and that when the gear did not extend after operating the hand pump only 7-8 strokes, he dicided to land anyway with an unsafe gear condition. The Cessna manual indicates approximately 37 strokes are required to extend the gear to down and locked. Upon arrival to executive, the pilot received a green light, landed on runway 12 with the right main gear not down and locked, skidded and came to rest off the right side of the runway. privacy data omitted
As the FAA filed it
NARRATIVE: PILOT REPORTED HE LOST RADIO DUE TO ELECTRICAL PROBLEMS. THE RIGHT MLG FAILED TO LOCK DOWN. MANUAL ATTEMPTS TO PUMP GEAR DOWN WERE UNSUCCESSFUL. SUBSEQUENT LANDING RESULTED IN RIGHT GEAR COLLAPSING UPON LANDING AT SACRAMENTO, CA (SAC). EXTENSIVE DAMAGE TO NOSE GEAR/PROPELLER AND COWLING. NO INJURIES. MINOR PROPERTY DAMAGE TO AIRFIELD. (SIGN). ON JANUARY 2, 1998, AT APPROXIMATELY 11:45 AM, TWO SAC-FSDO INSPECTORS WERE DISPATCHED TO INVESTIGATE A GEAR UP LANDING AT SAC. THE AIRCRAFT, WITH THREE UNINJURED OCCUPANTS, LANDED ON AND SKIDDED OFF RUNWAY 12 AFTER THE RIGHT MAIN COLLAPSED UPON LANDING. EXAMINATION OF THE AIRCRAFT AT THE SCENE REVEALED THE AIRCRAFT LANDED ON THE RUNWAY THEN VEERED RIGHT OFF THE PAVEMENT. AFTER THE AIRCRAFT DEPARTED THE PAVEMENT, IT FIRST COLLIDED WITH AND DEMOLISHED A LIGHTED AIRFIELD DIRECTIONAL SIGN. THE AIRCRAFT CONTINUED FOR APPROXIMATELY 60 YARDS ACROSS DIRT AND GRASS UNTIL THE NOSE GEAR STRUCK A CEMENT MANHOLE CASEMENT SHORTLY BEFORE COMING TO REST. IT APPEARS THE NOSE TIRE BLEW AND THE NOSE GEAR IMMEDIATELY COLLAPSED AFTER IT STRUCK THE CEMENT CASEMENT SHORTLY BEFORE COMING TO REST. IT APPEARS THE NOSE TIRE BLEW AND THE NOSE GEAR IMMEDIATELY COLLAPSED AFTER IT STRUCK THE CEMENT CASEMENT. AN INTERIOR CHECK REVEALED THE GEAR HANDLE AND FLAP LEVER WAS DOWN, MASTER SWITCH WAS OFF AND ALL CIRCUIT BREAKERS WERE IN. THE MASTER SWITCH WAS MOMENTARILY ENGAGED TO ASSESS POWER AVAILABILITY AND IMMEDIATELY RESULTED IN POWER APPLICATION AND GEAR MOTOR OPERATION. AFTER A BRIEF OVERALL EVALUATION , THE AIRCRAFT WAS CLEARED TO BE REMOVED OFF THE RUNWAY AREA TO ALLOW REOPENING OF RUNWAY 12. ANOTHER EXAMINATION WAS MADE OF THE AIRCRAFT LATER THAT DAY AFTER IT WAS STABILIZED ON A LOCAL PARKING SPOT. THE RIGHT MAIN GEAR WAS NOW DOWN AND LOCKED, HOWEVER THE NOSE GEAR WAS STILL COLLAPSED DUE TO EXTENSIVE DAMAGE. A VOLTAGE CHECK OF THE BATTERY REVEALED ABOUT 19 VOLTS. THE HYDRAULIC GEAR RESERVOIR WAS FULL OF FLUID. BOTH AMBER AND GREEN GEAR INDICATION LIGHTS DID OPERATE WHEN PUSHED TO TEST AND THE WARNING HORN DID FUNCTION. OPERATION OF THE HAND PUMP PROVIDED RESISTANCE AND PRESSURE TO THE GEAR SYSTEM. A REVIEW OF THE AIRCRAFT RECORDS DID NOT REVEAL ANY ANOMALIES OR ANY ABNORMAL MAINTENANCE ACTIONS. SKYBOUND AVIATION MECHANIC CHECKED THE BATTERY AND HAD THE ALTERNATOR TESTED WHICH RESULTED IN NO ABNORMALITIES DETECTED. A CD PLAYER, INSTALLED VIA A FIELD APPROVAL, HOWEVER DID MALFUNCTION AND ACCORDING TO SKY BOUND, IT HAS YET TO BE CHECKED TO DETERMINE ITS CONDITION. THEIR REPORT IS ATTACHED. AN INTERVIEW WITH THE PILOT WAS PERFORMED BY THE OPERATIONS INSPECTOR IMMEDIATELY AFTER THE OCCURRENCE OF THIS INCIDENT. DURING THE INTERVIEW, THE PILOT, MR. TOBY STUBBS, PRIVATE PILOT CERTIFICATE 567925702, CONFIRMED HAVING PROBLEMS STARTING THE AIRCRAFT AT TIME OF DEPARTURE, AND HAVING THE NEED TO USE EXTERNAL POWER FOR STARTING. UNDER MARGINAL VFR CONDITIONS, THE PILOT DEPARTED SUTTER, CO AIRPORT ENROUTE TO MATHER FIELD, PICKED UP TWO PASSENGERS AND DEPARTED MATHER ON A SCENIC FLIGHT. AT 6000 FEET, HE EXPERIENCED MORE ELECTRICAL PROBLEMS. AVIONICS WERE NOT OPERATING PROPERLY, AND RADIO RECEPTION BECAME VERY WEAK. HE ATTEMPTED TO SWITCH RADIOS BUT THAT DIDN'T HELP. HE ALSO INDICATED THAT HE DID NOT RECYCLE THE "MASTER SWITCH", NOR REFER TO THE EMERGENCY CHECKLIST FOR ELECTRICAL FAILURE. THE PILOT REVEALED VERY LITTLE ABOUT THE AIRCRAFT SYSTEMS OPERATION AT THE TIME HE EXPERIENCED ELECTRICAL SYSTEM PROBLEMS. THE PILOT WAS UNABLE TO ASCERTAIN AMMETER INDICATIONS OR WHETHER THE ELECTRICAL "LOW VOLTAGE" WARNING HAD ILLUMINATED. WE COULD NOT DETERMINE IF THE ALTERNATOR WAS OFF LINE OR STATUS OF BATTERY IF ONLY BATTERY POWER WAS AVAILABLE. THE PILOT RECOGNIZED THE AIRPLANE AS EXPERIENCING ELECTRICAL FAILURE AND DECIDED TO RETURN TO MATHER FOR LANDING. ON SHORT FINAL APPROACH TO RUNWAY 22 AT MATHER, THE RIGHT FRONT PASSENGER INFORMED THE PILOT THAT THE LANDING GEAR IS NOT DOWN. AT THAT TIME, THE PILOT INITIATED A GO AROUND AND DECIDED TO PROCEED TO SACRAMENTO EXECUTIVE AIRPORT. ENROUTE TO EXECUTIVE, THE PILOT ATTENPTED TO EXTEND THE GEAR USING THE EMERGENCY EXTENSION SYSTEM, BUT AGAIN WITHOUT REFERRING TO THE EMERGENCY CHECKLIST. HE REVEALED THAT, NO CIRCUIT BREAKERS HAD POPPED OUT, AND THAT WHEN THE GEAR DID NOT EXTEND AFTER OPERATING THE HAND PUMP ONLY 7-8 STROKES, HE DICIDED TO LAND ANYWAY WITH AN UNSAFE GEAR CONDITION. THE CESSNA MANUAL INDICATES APPROXIMATELY 37 STROKES ARE REQUIRED TO EXTEND THE GEAR TO DOWN AND LOCKED. UPON ARRIVAL TO EXECUTIVE, THE PILOT RECEIVED A GREEN LIGHT, LANDED ON RUNWAY 12 WITH THE RIGHT MAIN GEAR NOT DOWN AND LOCKED, SKIDDED AND CAME TO REST OFF THE RIGHT SIDE OF THE RUNWAY. ^PRIVACY DATA OMITTED^
Other reports on N9660B · 4
Matched to the same aircraft by N-number and date.