# Incident 20120406008649I: Cessna 177RG, Flint, MI, April 6, 2012

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: April 6, 2012, 14:47 local time
- Place: Flint, MI
- Airport: Bishop International
- Damage: Minor damage
- Phase of flight: Takeoff: Climb Out
- Operating rules: General operating rules (Part 91)
- Location: 42.9655° N, 83.7447° W: Placed by OpenAirDocs at BISHOP INTL (FNT), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=42.9655&lon=-83.7447&mi=10
- Aircraft: N52828, registered now (https://openairdocs.org/aircraft/N52828) (OpenAirDocs)
- Registry model: Cessna 177RG (registry code 2073709, https://openairdocs.org/model/cessna-177rg) (OpenAirDocs)
- Registry engine: Lycoming IO-360-A1B6D (registry code 41593, https://openairdocs.org/engine/lycoming-io-360-a1b6d) (OpenAirDocs)
- Reported make and model: CESSNA 177RG
- Reported engine: LYCOMING IO-360-A1B6D
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20120406008649I

## Narrative

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

THE FLIGHT BEGAN FROM OAKLAND TROY (VLL) AT ABOUT 9 AM EDT. THE INTENT WAS TO PERFORM PRACTICE APPROACHES AT FNT. ABOUT 20 MILES OUT FLINT APPROACH WAS CONTACT WITH THE REQUEST FOR ILS 27. A SQUAWK CODE WAS RECEIVED AND RADAR CONTACT ESTABLISHED WITH VECTORS FOR THE ILS 27 APPROACH.THE FIRST APPROACH WAS COMPLETED WITH NORMAL GEAR AND FLAP EXTENSION AND A MISSED APPROACH WAS CALLED TO THE TOWER. UPON RE-CONTACT WITH FLINT APPROACH A SECOND ILS 27 WAS COMPLETED, AGAIN WITH NORMAL GEAR AND FLAP EXTENSION AND A MISSED APPROACH CALLED TO TOWER. UPON RE-CONTACT WITH FLINT APPROACH RNAV 27 WAS REQUESTED. WHILE FLYING TO THE FIRST WAYPOINT A BURNING ODOR WAS NOTICED IN THE COCKPIT. A CHECK OF THE ENGINE INSTRUMENTS AND ENGINE ANALYZER SHOWED NO ABNORMALITIES. A SHORT TIME LATER A VIBRATION WAS FELT IN THE COCKPIT IN ADDITION TO THE BURNING ODOR. APPROACH WAS CONTACTED WITH A REQUEST FOR IMMEDIATE VECTORS TO ANY ACTIVE RUNWAY. APPROACH GAVE A DIRECT CLEARANCE TO 27 AND ASKED FOR DETAILS. APPROACH WAS MADE AWARE OF THE ODOR AND VIBRATION.ONCE IT WAS CLEAR THAT IT WAS POSSIBLE TO MAKE THE AIRPORT THE GEAR AND FLAPS WERE EXTENDED. A WHEEL WAS OBSERVED ON THE LEFT AND RIGHT SIDE BUT THERE WAS NO GREEN LIGHT INDICATING GEAR EXTENSION. FLINT TOWER WAS CONTACTED REQUESTING AN OBSERVATION OF NOSE GEAR EXTENSION. BOTH TOWER AND ANOTHER AIRCRAFT ON THE GROUND CONFIRMED THE PRESENCE OF A NOSE WHEEL. THE REST OF THE LANDING SEQUENCE WAS COMPLETED WITH TOUCHDOWN ON THE MAINS. THE NOSE WAS HELD OFF AS LONG AS POSSIBLE. THE NOSE WHEEL TOUCHED THE RUNWAY AND THEN COLLAPSED. THE AIRCRAFT SKID TO A STOP ON 27. RESCUE VEHICLES WERE PRESENT. THE MAGS AND MASTER SWITCH WERE TURNED OFF AND THE TWO OCCUPANTS LEFT THE AIRCRAFT. ONE OF THE RESCUE PERSONNEL ASKED IF THE FUEL WAS TURNED OFF.  THE AIRCRAFT WAS REENTERED AND THE FUEL SELECTOR TURNED OFF. THE AIRCRAFT WAS EVENTUALLY PUT ON A DOLLY AND TOWED TO AN FBO AND SECURED.

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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