# Incident 20141110020339I: Cessna 210, Morristown, TN, November 10, 2014

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: November 10, 2014, 14:03 local time
- Place: Morristown, TN
- Airport: Moore-Murrell Airport
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 36.1794° N, 83.3755° W: Placed by OpenAirDocs at MOORE-MURRELL (MOR), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=36.1794&lon=-83.3755&mi=10
- Aircraft: N7399E, registered now (https://openairdocs.org/aircraft/N7399E) (OpenAirDocs)
- Registry model: Cessna 210 (registry code 2073402, https://openairdocs.org/model/cessna-210) (OpenAirDocs)
- Registry engine: Continental I0-470 series (registry code 17027, https://openairdocs.org/engine/continental-i0-470-series) (OpenAirDocs)
- Reported make and model: CESSNA 210
- Reported engine: CONT MOTOR I0-470 SERIES
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport, commercial pilot
- Pilot flight hours: 20,000 total, 1,000 in this make and model, 80 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20141110020339I

## Narrative

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

THE AIRMAN OPENLY ADMITTED THAT HE FORGOT TO LOWER THE LANDING GEAR PRIOR TO LANDING.  THE AIRMAN IS AN A & P MECHANIC WITH INSPECTION AUTHORIZATION AND ALSO OWNS THE AIRCRAFT INVOLVED IN THIS INCIDENT.  THE AIRMAN STATED THAT THIS WAS THE SECOND FLIGHT TO BREAK IN AN OVERHAULED ENGINE, WHICH HAD APPROXIMATELY 1 HOUR OF OPERATING TIME AT THE TIME OF THE INCIDENT.  THE AIRMAN STATED THAT ON FINAL APPROACH HE WAS DISTRACTED BY KEEPING THE POWER AT A HIGHER THAN NORMAL SETTING AS DIRECTED BY THE ENGINE BREAK-IN PROCEDURE.  THE AIRMAN  PUT THE FLAPS DOWN FOR LANDING AND THOUGHT THAT HE HAD SELECTED THE LANDING GEAR LEVER DOWN PRIOR TO FLAP LEVER MOVEMENT.  THE AIRMAN ALSO SAID THAT HE DID NOT HEAR THE GEAR WARNING HORN ON FINAL APPROACH BECAUSE THE THROTTLE WAS SET AT A HIGHER THAN NORMAL POWER SETTING.  THE AIRMAN SAID THAT AFTER THE INCIDENT, THE AIRCRAFT WAS RAISED BY A FORK LIFT, AND THE LANDING GEAR WAS THEN LOWERED PRIOR TO THE AIRCRAFT BEING MOVED INTO THE OWNERS HANGAR.

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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