# Incident 20010510017359I: Piper PA24250, Yuma, AZ, May 10, 2001

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: May 10, 2001, 18:00 local time
- Place: Yuma, AZ
- Airport: Yuma Mcas - Yuma International
- Damage: Minor damage
- Phase of flight: Roll-Out (Fixed Wing)
- Operating rules: General operating rules (Part 91)
- Location: 32.6559° N, 114.6064° W: Placed by OpenAirDocs at YUMA MCAS/YUMA INTL (NYL), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=32.6559&lon=-114.6064&mi=10
- Aircraft: N5966P, registered now (https://openairdocs.org/aircraft/N5966P) (OpenAirDocs)
- Registry model: Piper PA-24-250 (registry code 7102404, https://openairdocs.org/model/piper-pa-24-250) (OpenAirDocs)
- Registry engine: Lycoming 0-540 series (registry code 41532, https://openairdocs.org/engine/lycoming-0-540-series) (OpenAirDocs)
- Reported make and model: PIPER PA24250
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 13,500 total, 1,450 in this make and model, 44 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20010510017359I

## Narrative

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

(-23) ON A VFR FLIGHT FROM MESA FALCON FIELD TO YUMA, AZ. AIRPORT, I CALLED YUMA APPROACH CONTROL PROX 10 MILES EAST AND WAS ADVISED "NO RADAR SERVICE." I WAS TOLD TO EXPECT STRAIGHT IN R/W 26 (INTO THE SETTING SUN). APPROACH WAS TALKING TO SEVERAL OTHER AIRCRAFT, BUT GAVE ME NO TRAFFIC ADVISORYS.  MOMENTS LATER MY WINDSHIELD WAS FULL OF AN OPPOSITE DIRECTION CESSNA CARAVAN.  WITH A VIOLENT EVASIVE MANEUVER BY BOTH AIRCRAFT, A MID-AIR WAS AVOIDED.  I CONTINUED STRAIGHT IN, ON FINAL AND WAS SWITCHED TO TOWER CONTROL.  I COMPLETED MY LANDING COCKPIT CHECK AND LOWERED THE LANDING GEAR; BUT ON SHORT FINAL, WITH THE SETTING SUN IN MY EYES AND THE ANXIETY OF THE NEAR MID-AIR, I ELECTED TO GO AROUND AND RETRACTED THE LANDING GEAR.  ON DOWNWIND I RE-DID THE LANDING COCKPIT CHECK AND LOWERED THE LANDING GEAR; FOLLOWING THE GEAR DOWN WITH THE MANUAL GEAR DOWN HANDLE.  I FELT THE GEAR HANDLE GO PAST CENTER AND LOCK DOWN.  WITH AN UNEASY FEELING I CHECKED THE CIRCUIT BREAKERS AND FOUND THE GEAR MOTOR BREAKER POPPED OUT; ON RESETTING IT STAYED SET.  THE TOWER HAD ME FLY BY THE TOWER THREE TIMES AND CONFIRMED THE GEAR WAS DOWN.  ON LANDING ALL FELT NORMAL BUT ON ROLL OUT BOTH MAIN GEARS COLLAPS ED. THE NOSE GEAR REMAINED DOWN AND LOCKED, WHICH PROTECTED THE PROPELLER AND ENGINE.  THE ANNUAL INSPECTION WAS COMPLETED IN MARCH 2001, AND A THOROUGH LANDING GEAR TEST WAS DONE, INCLUDING AN EMERGENCY GEAR DOWN PROCEDURE.  A FLIGHT PERMIT WAS ACQUIRED A FEW DAYS LATER AND THE A/C WAS FLOWN TO THE CHANDLER STELLAR AIRPARK, WITH THE GEAR LOCKED DOWN. (ABOVE IS PILOT'S STATEMENT).

## Other reports on N5966P (1)

Matched to the same aircraft by N-number and date.

- [Accident 20140906016359A](https://openairdocs.org/incident/20140906016359A), Sep 6, 2014: Piper PA-24-250 (N5966P), Mesa, AZ, Substantial damage. Upon final approach to runway 22R, all systems were normal and the pilot had a green gear down indication. At approx 30 feet before touch down, the pilot felt…

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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