# Incident 20161102017329I: Mooney M20J, Sebring, FL, November 2, 2016 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: November 2, 2016, 12:30 local time - Place: Sebring, FL - Airport: Sebring Regional - Damage: Minor damage - Phase of flight: Landing: Touchdown - Operating rules: General operating rules (Part 91) - Location: 27.4564° N, 81.3424° W: Placed by OpenAirDocs at SEBRING RGNL (SEF), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=27.4564&lon=-81.3424&mi=10 - Aircraft: N201WW, registered now (https://openairdocs.org/aircraft/N201WW) (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: LYCOMING I0360 SER - People aboard: 3 - 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/20161102017329I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON NOVEMBER 02, 2016, APPROXIMATELY 12:30 EASTERN DAYLIGHT TIME, A MOONEY M-20J, AIRCRAFT MADE AN APPROACH TO LAND AT SEBRING REGIONAL; THEY WERE ADVISED BY TRAFFIC CONTROL OF THE ACTIVITY IN AND AROUND THE AIRPORT OF ACROBATIC AIRCRAFT. THE PILOT STATED THAT HE PERFORMED LANDING CHECKLIST PROCEDURES, TO INCLUDE PLACING THE GEAR HANDLE IN THE DOWN POSITION. THE OTHER OCCUPANTS, ALSO PILOTS STATED THEY HEARD THE GEAR GO DOWN. THIS, ALSO IN RESPECT TO THE PERFORMANCE AND SLOWING OF THE AIRCRAFT IN THE LANDING MODE. TRAFFIC IN THE PATTERN FORCED THE MOONEY TO COMPLETE TWO GO-AROUND MANEUVERS DUE TO INBOUND TRAFFIC AND PRIOR TO LANDING. THE AIRCRAFT THEN LANDED INTO A STRONG NORTHEAST WIND ON RUNWAY 1, WITH THE LANDING GEAR RETRACTED. THE AIRCRAFT TRAVELED APPROXIMATELY 400 FEET BEFORE COMING TO A REST. WHEN ASKING THE PILOT IF HE MAY HAVE RETRACTED THE GEAR, HIS ANSWER WAS HE DID NOT AND, THIS CONFIRMED BY THE OTHER PASSENGERS. THE REPORT SHOWS THAT, WHEN HE CAME INTO LAND, HE STATED THE GEAR WAS DOWN BECAUSE HE COULD FEEL IT SLOWING THE PLANE. HE NEVER DEFINED WHETHER OTHER INDICATIONS IN THE COCKPIT FOR THE GEAR WERE CHECKED. THE PRIMARY MECHANICAL INDICATOR MOUNTED ON THE FLOOR IS A ROTATING TUBE THAT MOVES THE GEAR TO ITS EXTENDED/RETRACTED POSITIONS. THEREFORE, IF IT INDICATES THE GEAR IS DOWN, THE GEAR IS DOWN. IT?S UNCLEAR WHETHER THE PILOT VERIFIED THIS INDICATOR OR THE AURAL TONE ALL OF WHICH ARE SECONDARY INDICATORS. AS WELL AS A THROTTLE MOUNTED POSITION SWITCH AND AN AIRSPEED SAFETY SWITCH AS THIS WILL ACCURATELY IDENTIFY GEAR STATUS IF, THE SYSTEM IS RIGGED AND ELECTRICAL COMPONENTS IS IN WORKING ORDER. PRELIMINARY INVESTIGATION VERIFIED THE GEAR HANDLE IN THE DOWN POSITION; HOWEVER, WHEN THE MASTER SWITCH WAS TURN ON, THE GEAR STILL REMAINED UP. THE GEAR WAS EXTENDED DOWN VIA THE EMERGENCY CRANK. THIS ACTION WAS STATED TO BE PERFORMED MULTIPLE TIMES WITH THE SAME RESULTS. BOTH THE MECHANICAL INDICATOR ON THE FLOOR AND HANDLE ILLUMINATED GREEN. FURTHER EXAMINATION OF THE AIRCRAFT DAMAGE CAN BE DESCRIBED AS MINOR. THE AIRCRAFT INCURRED DAMAGE TO UNDERCARRIAGE SKIN, OR WHAT THEY CALL A ONE PIECE COVER AND HAS SEVERAL HOLES GROUND THROUGH AND CAN BE REPAIRED. THE NOSE DOORS HAD EXTENSIVE DAMAGE; THE AIRCRAFT STEP AND THE TRANSPONDER ANTENNA HAVE GROUND SCARING. THE LEFT INBOARD FLAP BRACKET FAIRING WAS DAMAGED AND SUPERFICIAL DAMAGE TO THE RIGHT FLAP BRACKET COVER. THE LEFT SIDE TRAILING EDGE OF THE FLAP CAME IN CONTACT BUT, NO REPAIR OTHER THAN COSMETIC WILL BE REQUIRED. THERE WAS NO DAMAGE TO THE MAIN GEAR DOORS OR LANDING GEAR ASSOCIATED COMPONENTS THAT WOULD BE CONSISTENT WITH A GEAR COLLAPSE THEREFORE, SUBSEQUENT INVESTIGATION REVEALED, THE GEAR WAS NEVER DOWN AND THE FLAPS, ALTHOUGH THE PILOT STATED THEY WERE IN A 30 DEGREE LANDING CONFIGURATION, PLACED THEM UP ONCE THE PROPELLER MADE CONTACT WITH THE GROUND TO PREVENT FURTHER DAMAGE BUT, DO NOT APPEAR TO HAVE BEEN IN A LANDING CONFIGURATION, ALTHOUGH THE PILOT STATED THEY WERE IN THE LANDING PROFILE. INITIAL PICTURES SHOW THE GEAR RETRACTED AND THE FLAPS IN THE UP POSITION. THE DAMAGE TO THE PROPELLER BLADES IS CONSISTENT TO A GEAR UP LANDING WITH ALL TIPS CURLED AND, ONE BLADE APPEARS TO HAVE BROKEN LOOSE FROM THE PITCH CHANGE MECHANISM WITHIN THE HUB ASSEMBLY. THE AIRCRAFT WAS RELEASED IN ORDER TO DETERMINE IF AN ASSOCIATED PART FAILED WITHIN THE SYSTEM. THE AIRCRAFT WAS TAKEN TO A FACILITY WHERE TROUBLESHOOTING COULD BE PERFORMED. AFTER EXTENSIVE EXAMINATION IT WAS DISCOVERED THAT A GEAR DOWN RELAY, MANUFACTURED BY KISSLING, PART NUMBER 26.72.23 FAILED. THE GEAR DOWN RELAY SWITCH BECOME ENERGIZED HOWEVER, NO CURRENT WAS PASSING THROUGH TO THE GEAR MOTOR. THE RELAY WAS CHECKED FOR OUTPUT POWER AND NONE COULD BE SUBSTANTIATED. THE COCKPIT GEAR SWITCH WAS FUNCTIONING PROPERLY. THE FAILED RELAY IS PART OF A MOONEY RETROFIT KIT, (940084-501) IN WHICH WAS INSTALLED SOMETIME AFTER THE AIRCRAFT WAS MANUFACTURED. THE KIT REPLACES THE OBSOLETE RELAYS. 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.