# Incident 20130612011889I: Cessna 177RG, Kennesaw, GA, June 12, 2013

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 12, 2013, 20:54 local time
- Place: Kennesaw, GA
- Airport: Mccollum
- Damage: Minor damage
- Phase of flight: Cruise/Level Flight
- Operating rules: General operating rules (Part 91)
- Location: 34.0312° N, 84.6213° W: Placed by OpenAirDocs: center of Kennesaw, GA, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=34.0312&lon=-84.6213&mi=10
- Aircraft: N7538V, registered now (https://openairdocs.org/aircraft/N7538V) (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: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport, flight instructor
- Pilot flight hours: 4,252 total, 48 in this make and model, 34 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20130612011889I

## Narrative

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

ON JUNE 12,2013 AT 21:09 THIS OFFICE WAS NOTIFIED THAT A CESSNA 177RG HAD A GEAR UP LANDING AT COBB COUNTY AIRPORT-MCCOLLUM FIELD (RYY) KENNESAW GA.

ON 12 JUNE 2013  AIRCRAFT N7538V DEPARTED AND PLANNED TO MAKE A VFR FLIGHT FROM  (20GA), STOCKMAR AIRPORT VILLA RICA ,GA. TO (KJKA),JACK EDWARDS AIRPORT, GULF SHORES, AL. THE PIC HAD THE PERMISSION OF THE OWNER, TO USE THE AIRCRAFT.

THE PIC STATED THAT THE WEATHER WAS GOOD,SCATTERED CLOUDS AROUND 4500 FEET MSL. PREFLIGHT,START,TAXI, AND TAKEOFF WERE NORMAL. AFTER TAKEOFF THE GEAR CAME UP NORMALLY,AND ONCE CLEAR OF THE CLASS B AIRSPACE , CLIMBED TO 8,500 FEET,  PLANNED CRUISE ALTITUDE. THE AIRCRAFT HAD BEEN AIRBORNE APPROXIMATELY AN HOUR WHEN THE LANDING GEAR SUDDENLY, WITH THE GEAR HANDLE  STILL IN THE UP POSITION,EXTENDED. THE PIC IMMEDIATELY SMELLED HYDRAULIC FLUID.  THE GEAR WAS NOT INDICATING DOWN AND LOCKED  AND HE  COULD VISUALLY SEE THE GEAR HANGING,PARTIALLY EXTENDED,IN THE MIRROR ON THE WING.

USING THE EMERGENCY CHECKLIST AND REFERENCING THE PILOT MANUAL, HE FOLLOWED THE PROCEDURES FOR "LANDING GEAR FAILS TO EXTEND".  HE STATED THE EMERGENCY HAND PUMP  WOULD NOT  CREATE PRESSURE TO MOVE THE GEAR TO THE DOWN POSITION. WITH APPROXIMATELY 3 HOURS OF FUEL REMAINING THE PIC DECIDED  TO RETURN TO THE ATLANTA  AREA AND BURN DOWN FUEL.  ALTHOUGH THE PIC KNEW IT WAS UNLIKELY TO WORK, HE WENT THROUGH THE EMERGENCY EXTENSION NUMEROUS TIMES AND MANEUVERED THE AIRCRAFT IN ATTEMP TO FORCE THE GEAR DOWN. IT REMAINED PARTIALLY EXTENDED.

AS THE PIC APPROACHED ATLANTA HE CONTACTED APPROACH CONTROL AND DECLARED AN EMERGENCY. HE REQUESTED TO LAND AT KRYY BECAUSE HE WAS MOST  FAMILIAR WITH THAT  AIRPORT. IN ACCORDANCE  WITH THE PILOT MANUAL, HE USED THE GEAR UP LANDING CHECKLIST  IN PREPARATION FOR LANDING. ATLANTA APPROACH TRANSFERED TO TOWER(RYY). EMERGENCY EQUIPMENT WAS IN PLACE. THE PIC MADE ONE LOW APPROACH PAST THE TOWER REQUESTING THEY LOOK TO CONFIRM THAT THE LANDING GEAR WAS NOT DOWN AND LOCKED. UPON LANDING ON RUNWAY 27, THE PIC CUT THE ENGINE AND BEGAN THE FLARE.  AS THE AIRCRAFT SETTLED  ON THE RUNWAY THE GEAR FOLDED  BACK INTO  THE FUSELAGE . THE AIRCRAFT LANDED ON THE CENTERLINE AND SKIDDED STRAIGHT DOWN THE RUNWAY FOR A FEW HUNDRED FEET.  THE AIRCRAFT TURNED SLIGHTLY  LEFT AS IT CAME TO A STOP.  THE PIC SECURED AND EVACUATED  THE AIRCRAFT, EMERGENCY CREWS WERE THERE IMMEDIATELY. THERE WAS NO SMOKE, FUMES,OR LEAKING FUEL.

THE AIRCRAFT RECEIVED MINOR DAMAGE TO THE PROPELLER , ENGINE MUFFLER, NOSELANDING DOORS ,  AIRCRAFT LOWER FUSELAGE SKINS , AND MAIN LANDING GEAR STEP PADS.

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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