# Incident 20051027027189I: Beech J35, Bowling Green, KY, October 27, 2005

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: October 27, 2005, 17:35 local time
- Place: Bowling Green, KY
- Airport: Bowling Green-Warren County
- Damage: Minor damage
- Phase of flight: Level Off Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 36.9645° N, 86.4197° W: Placed by OpenAirDocs at BOWLING GREEN-WARREN COUNTY RGNL (BWG), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=36.9645&lon=-86.4197&mi=10
- Aircraft: N995FM, registered now (https://openairdocs.org/aircraft/N995FM) (OpenAirDocs)
- Registry model: Beech J35 (registry code 1151522, https://openairdocs.org/model/beech-j35) (OpenAirDocs)
- Registry engine: Continental I0-470 series (registry code 17027, https://openairdocs.org/engine/continental-i0-470-series) (OpenAirDocs)
- Reported make and model: BEECH J35
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 6,000 total, 6,000 in this make and model, 35 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20051027027189I

## Narrative

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

(-23) AIRCRAFT LANDED IN BWG RUNWAY 03 WITH GEAR RETRACTED. AIRCRAFT CAME TO REST 30 FT LEFT OF CENTERLINE ON RUNWAY 3300 FEET FROM THE APPROACH END. PILOT DEPARTED WRECKAGE ON HIS OWN AND WAS NOT INJURED. THE GEAR SWITCH WAS FOUND IN THE DOWN POSITION. THE GEAR CIRCUIT BREAKER POPPED, AND THE GEAR PARTIALLY OUT OF THE WELL. THE THREE BLADED PROP HAD APPROXIMATELY 6 INCH CURLS ON ALL THREE BLADES. THE PILOT STATED HE THOUGHT HE SAW THE GEAR GREEN LIGHT. HE DID NOT HEAR A WARNING HORN BUT WAS WEARING A HEADSET. WHEN HE CAME TO A STOP HE REMOVED HIS HEADSET AND THEN HEARD A GEAR WARNING HORN. THIS WAS THE FIRST FLIGHT BY THE OWNER WITH THE AIRCRAFT JUST HAVING COMPLETED THE ANNUAL INSPECTION. THE MECHANIC TOLD THE PILOT ^PRIVACY DA^ THEY HAD TROUBLE WITH THE GEAR DOOR AND GEAR HORN IN THE INSPECTION. THE AIRCRAFT WAS QUARANTINED WITH THE ASSISTANCE OF ^PRIVACY DATA OMITT^ BWG AIRPORT MANAGER. THE FAA SENT INSPECTORS ^PRIVACY DATA OMITTED^ TO INVESTIGATE THE CONDITION OF THE AIRCRAFT. ON 11/07/2005 DON DAVIS AVIATION PLACED THE QUARANTINED AIRCRAFT ON JACKS. SEE FAA FORM 1360-33 FOR COMPLETE DETAILS. A SUMMARY IS AS FOLLOWS: 1. THE LANDING GEAR EXTENSION MOTOR FAILED TO EXTEND THE    GEAR IN FOUR OUT OF FIVE TRIES. PROPER VOLTAGE WENT TO THE MOTOR IN ALL ATTEMPTS BUT THE MOTOR FAILED TO EXTEND THE GEAR. 2. THE GEAR INDICATING SYSTEM WAS OPERATIVE. 3. THE GEAR WARNING HORN SYSTEM WAS OPERATIVE. 4. THERE WAS EVIDENCE THAT THE GEAR WAS PARTIALLY DOWN DUE TO SCRAPES ON ONE OF THE GEAR DOORS. SEE PICTURE. 5. THE ENGINE WAS OPERATING AT LOW POWER AT TOUCHDOWN. SEE PICTURE OF PROPELLER DAMAGE. 6. THE AIRCRAFT STAYED ON THE RUNWAY AND DAMAGE WAS MINIMIZED. OTHER FACTORS: 1. THE LANDING GEAR NORMAL INDICATION IS A SINGLE RED LIGHT WHEN THE GEAR IS UP. THE RED LIGHT WENT OUT AS SOON AS THE GEAR HANDLE WAS PLACED IN THE DOWN POSITION ON EVERY ATTEMPT DURING THE INVESTIGATION. 2. THE GEAR DOWN INDICATION IS A SINGLE GREEN LIGHT AND DIMS WHEN THE NAVIGATION LIGHTS ARE ON. THE NAVIGATION LIGHTS WERE REPORTED ON AT THE TIME OF THE INCIDENT. 3. THE PILOT ^PRIVACY DA^ WAS WEARING A HEADSET MAKING IT DIFFICULT FOR HIM TO HEAR THE HORN. HE STATED THAT HE DID NOT HEAR THE HORN UNTIL HE REMOVED THE HEADSET. THE PILOT ^PRIVACY DA^ STATED HE THOUGHT HE SAW A GREEN LIGHT. 5. IT WAS A BRIGHT SUNNY AFTERNOON. THE FAA HAS CLASSIFIED THIS AS AN INCIDENT IN ACCORDANCE WITH ORDER 8020.11B. THERE WAS AN APPARENT FAILURE IN THE GEAR EXTENSION SYSTEM MOTOR. THE DAMAGE TO THE AIRCRAFT APPEARED TO BE MINIMAL.

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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