# Incident 20061202030039I: Mooney M20J, Pine River, MN, December 2, 2006

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: December 2, 2006
- Place: Pine River, MN
- Airport: Pine River Regional
- Damage: Minor damage
- Phase of flight: Level Off Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 46.7248° N, 94.3817° W: Placed by OpenAirDocs at PINE RIVER RGNL (PWC), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=46.7248&lon=-94.3817&mi=10
- Aircraft: N201CG, registered now (https://openairdocs.org/aircraft/N201CG) (OpenAirDocs)
- Registry model: Mooney M20J (registry code 5870219, https://openairdocs.org/model/mooney-m20j) (OpenAirDocs)
- Registry engine: Lycoming I0360 series (registry code 41515, https://openairdocs.org/engine/lycoming-i0360-series) (OpenAirDocs)
- Reported make and model: MOONEY M20J
- Reported engine: LYC IO360LYC*
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 1,200 total, 850 in this make and model, 30 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20061202030039I

## Narrative

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

(-23) ON DEC 2, 2006, THIS AIRCRAFT EXPERIENCED A GEAR UP LANDING AT PINE RIVER (PWC) AIRPORT, MN. WEATHER AT TIME OF INCIDENT WAS CLEAR WITH LIGHT VARIABLE WIND. PILOT WAS TO REMAIN WITHIN THE PWC AREA DUE TO AN OPERATIONAL CHECK FLIGHT AFTER ENGINE AND PROP REINSTALLATION. PILOT STATED THAT WHEN THE GEAR HANDLE WAS SELECTED TO THE UP POSITION, HE HEARD AN UNUSUAL SOUND SIMILAR TO A LOW LEVEL HUM AND NOTICED THAT THE RETRACTION CYCLE TIME WAS ABOUT DOUBLE THE NORMAL TIME REQUIRED FOR RETRACTION. SHORTLY AFTER GEAR RETRACTION, AIRCRAFT SUSTAINED A COMPLETE ELECTRICAL FAILURE. PILOT INDICATED THAT HE USED THE POH FOR A NO FLAP LANDING AND MANUAL GEAR EXTENSION. WHILE CRANKING THE GEAR DOWN, PILOT NOTICED THAT THE CRANK HANDLE HAD NO TENSION. PILOT VERIFIED THAT THE GEAR DOWN VISUAL INDICATORS WERE IN THEIR CORRECT ALIGNMENT POSITIONS. PILOT COMPLETED THE POH CHECKLIST, AND UPON LANDING, THE NOSE AND MAIN LANDING GEAR COLLAPSED. INSPECTORS FROM THE MSP FSDO INVESTIGATED THE INCIDENT AT THE PINE RIVER AIRPORT. THE AIRCRAFT WAS PLACED ON JACKS AND THE MASTER SWITCH WAS SELECTED TO THE ON POSITION, THE GEAR HANDLE WAS MOVED TO THE DOWN POSITION AT WHICH TIME THE LANDING GEAR MOTOR CIRCUIT BREAKER POPPED. AT THIS TIME THE ACCESS PANEL TO THE GEAR MOTOR WAS REMOVED AND IT WAS NOTED THAT THE MANUAL GEAR EXTENSION CABLE HAD BEEN DISLODGED FROM THE LANDING GEAR MOTOR GEARBOX DUE TO THE BACK OF THE CABLE RETENTION FURULE NUT BACK SHELL BROKEN DUE TO POSSIBLE OVER TORQUE DURING INSTALLATION. THIS EXPLAINS THE LACK OF TENSION ON THE MANUAL GEAR EXTENSION HANDLE AND WITH THIS BROKEN, THE LANDING GEAR WOULD NOT LOCK IN THE OVER CENTER POSITION. THE LANDING GEAR MOTOR WAS DISASSEMBLED. IT WAS NOTED THAT THE BRUSHES WERE APPROXIMATELY 1/2 WORN; THE ROTOR BEARINGS WERE WORN AND ALLOWED THE SHAFT TO WOBBLE AND CONTACT THE STATOR. WEAR MARKS WERE EVIDENT ON THE STATOR AND ROTOR.

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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