# Incident 19990902031429I: Piper PA28R180, Gunnison, CO, September 2, 1999

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: September 2, 1999, 15:12 local time
- Place: Gunnison, CO
- Airport: Gunnison County
- Damage: Minor damage
- Phase of flight: Level Off Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 38.5480° N, 106.9246° W: Placed by OpenAirDocs: center of Gunnison, CO, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=38.5480&lon=-106.9246&mi=10
- Aircraft: N7606J, registered now (https://openairdocs.org/aircraft/N7606J) (OpenAirDocs)
- Registry model: Piper PA-28R-180 (registry code 7102809, https://openairdocs.org/model/piper-pa-28r-180) (OpenAirDocs)
- Registry engine: Lycoming I0360 series (registry code 41515, https://openairdocs.org/engine/lycoming-i0360-series) (OpenAirDocs)
- Reported make and model: PIPER PA28R180
- People aboard: 2
- Fatal injuries: 0
- Pilot flight hours: 804 total
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19990902031429I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-23) AIRCRAFT LANDED WITHOUT THE LANDING GEAR EXTENDED WHILE FLYING A PILOT CERTIFICATION TEST WITH AN FAA DESIGNATED PILOT EXAMINER ABOARD. BOTH PILOTS STATED THAT THEY CONFIRMED THE LANDING GEAR WAS DOWN AND LOCKED WHILE ON FINAL TO THIS LANDING.  HOWEVER, THE GEAR WAS RETRACTED PRIOR TO TOUCHDOWN.  TURBULENCE AND OTHER AIRCRAFT TRAFFIC IN THE NEAR VICINITY OF THE AIRPORT WERE CONSIDERED FACTORS WHICH CAUSED NEITHER PILOT TO RE-CONFIRM THE GEAR DOWN AND LOCKED JUST PRIOR TO TOUCHDOWN.  BOTH SPECULATED THAT THE TURBULENCE CAUSED THE PILOT/APPLICANT TO INADVERTANTLY BUMP THE SWITCH AFTER PLACING IT DOWN, CAUSING IT TO BE MOVED TO THE UP POSITION.  THE GEAR WARNING HORN DID NOT FUNCTION.  IT WAS LATER DETERMINED THAT A MICROSWITCH IN THE THROTTLE QUADRANT WAS SLIGHTLY OUT OF ADJUSTMENT, SO WORKED INTERMITTENTLY WHEN THE THROTTLE WAS MOVED SLIGHTLY TO THE SIDE INSTEAD OF FORWARD/BACK.  THE EXAMINER DISAPPROVED THE APPLICATION FOR THE CERTIFICATE (CFI), AND THE EXAMINER WAS SATISFACTORILY RE-EXAMINED BY SLC FSDO INSPECTORS FOR HIS DESTINATION.  ^PRIVACY DATA OMITTED^                                                                                                                       ^PRIVACY DATA OMITTED^ AIRWORTHINESS INSPECTORS IN THE DENVER FSDO CONTINUE THE INVESTIGATION INTO THIS EQUIPMENT FOR COMPLIANCE; HOWEVER, NO INDICATION EXISTS AT THIS TIME THAT ITS PRESENCE CAUSED, OR CONTRIBUTED TO, THIS INCIDENT.  THE EXAMINER'S REEXAMINATION AND THE REQUIREMENT FOR THE APPLICANT TO BE RE-TESTED FOR THE CERTIFCATION CLOSES THIS CASE REGARDING FLIGHT OPERATIONS.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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