# Incident 20130620011049I: Cessna 172L, Marine City, MI, June 20, 2013

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 20, 2013, 13:05 local time
- Place: Marine City, MI
- Airport: Marine City
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 42.7214° N, 82.5963° W: Placed by OpenAirDocs at MARINE CITY (76G), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=42.7214&lon=-82.5963&mi=10
- Aircraft: N7644G, registered now (https://openairdocs.org/aircraft/N7644G) (OpenAirDocs)
- Registry model: Cessna 172L (registry code 2072432, https://openairdocs.org/model/cessna-172l) (OpenAirDocs)
- Registry engine: Lycoming 0-320 series (registry code 41508, https://openairdocs.org/engine/lycoming-0-320-series) (OpenAirDocs)
- Reported make and model: CESSNA 172L
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 115 total, 25 in this make and model, 19 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20130620011049I

## Narrative

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

AIRCRAFT RAN OFF THE RUNWAY AND  ENTERED A DITCH ON AN ATTEMPTED LANDING AT MARINE CITY AIRPORT (76G).

THE PILOT STATED THAT HE WAS CONDUCTING A NORMAL FULL PATTERN APPROACH TO 76G WITH A CROSSWIND PATTERN ENTRY OVER THE DEPARTURE END OF RUNWAY 4. HE SELECTED RWY 4 DUE TO THE WEATHER REPORT HE RECEIVED FROM SELFRIDGE ANGB (KMTC) AND FROM A VISUAL OBSERVATION OF THE WINDSOCK WHICH SHOWED A RIGHT CROSSWIND FROM THE SELECTED RUNWAY. HE STATED THAT ABEAM THE NUMBERS ON THE DOWNWIND LEG AT APPROXIMATELY 85 KNOTS, HE REDUCED THE POWER AND PUSHED THE FLAP SWITCH DOWN FOR APPROXIMATELY 3 SECONDS. HE STATED HE HAD ONLY LANDED AT 76G ON TWO OTHER OCCASIONS , AND GIVEN HIS STILL RELATIVE UNFAMILIARITY WITH THE AIRPORT, HE FOUND HIMSELF FOCUSED ON THE PATTERN POSITION AND OBSTACLE CLEARANCE. GIVEN THIS HE STATED HE FAILED TO NOTE THE LACK OF FLAP DEPLOYMENT AT THIS TIME. STATING AS HE TURNED FINAL HE NOTED HE THAT HIS POSITION WAS HIGH (AND HE WAS AT APPROXIMATELY 70 KNOTS), SO HE EXECUTED A FORWARD SLIP  TO LOSE ALTITUDE. HE STATED THAT NEAR THE THRESHOLD, HE EXITED THE SLIP, ALIGNED THE NOSE TO THE RUNWAY, AND HELD THE FLAP SWITCH TO THE DOWN POSITION TO DEPLOY THE REMAINING FLAPS. HE STATED AS HE WAS TOUCHING DOWN HE NOTED THE FAILURE OF THE FLAPS TO DEPLOY, HE JUDGED THAT DUE TO THE TOUCHDOWN POINT, REMAINING RUNWAY DISTANCE, AND THE PROXIMITY OF TREES AND A BUSY ROAD AT THE DEPARTURE END OF THE RUNWAY, HE DID NOT HAVE AN ADEQUATE DISTANCE TO EXECUTE A GO-AROUND. HE STATED HE USED AS MUCH BRAKES AS HE COULD WITHOUT PITCHING OVER AND TURNED AS MUCH AS HE COULD WITHOUT ROLLING THE AIRCRAFT AND THEN TAXIED THE AIRCRAFT OFF OF THE RUNWAY AND INTO A DITCH OFF THE DEPARTURE END OF THE RUNWAY.

THE AIRCRAFT SUSTAINED DAMAGE TO THE PROP.

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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