# Incident 20191220023129I: Textron Aviation Inc G36, Ocala, FL, December 20, 2019

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: December 20, 2019, 17:52 local time
- Place: Ocala, FL
- Airport: Ocala International-Jim Taylor Field
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 29.1719° N, 82.2241° W: Placed by OpenAirDocs at OCALA INTL-JIM TAYLOR FLD (OCF), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=29.1719&lon=-82.2241&mi=10
- Aircraft: N352TB, registered now (https://openairdocs.org/aircraft/N352TB) (OpenAirDocs)
- Registry model: Textron G36 (registry code 4223554, https://openairdocs.org/model/textron-g36) (OpenAirDocs)
- Registry engine: Continental IO-550-B (registry code 17208, https://openairdocs.org/engine/continental-io-550-b) (OpenAirDocs)
- Reported make and model: TEXTRON AVIATION INC G36
- Reported engine: CONT MOTOR IO-550-B
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 693 total, 40 in this make and model, 6 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20191220023129I

## Narrative

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

12/20/2019 - PILOT STATED HE FILED AN IFR FLIGHT PLAN AND DEPARTED FROM SARASOTA/BRADENTON INTERNATIONAL AIRPORT (SRQ) ON 12/20/2019.  HE DEPARTED AT 1709 WITH HIS WIFE AS A FRONT SEAT PASSENGER ON HIS NEW AIRCRAFT.  SHORTLY AFTER TAKEOFF, ABOUT FIVE MINUTES INTO THE FLIGHT, THE PILOT STATED HIS AIR CONDITIONING SYSTEM SHUTOFF. HE TRIED TO TURNING IT BACK ON AND NOTHING HAPPENED, SO HE TRIED RESETTING THE CIRCUIT BREAKER AND STILL NOTHING.  HE CONTINUED THE FLIGHT WITHOUT AIR CONDITIONING TO HIS DESTINATION, OCALA AIRPORT, (OCF).  AFTER THE PILOT WAS CLEARED TO LAND AT OCF AND WAS ON APPROACH, HE STATED HIS WIFE WAS CALLING OUT THE LANDING CHECKLIST.  HIS WIFE CALL GEAR AND FLAPS, THE PILOT RESPONDED WITH ?WILL PUT FLAP IN APPROACH TO SLOW DOWN AND MOVE GEAR WHEN LESS THAN 150 KNOTS.?  THE PILOT SAID ONCE HE SLOWED DOWN, HE PUT THE GEAR DOWN FELT THE AIRCRAFT SLOW BUT DID NOT CONFIRM THREE GREEN GEAR LIGHTS INDICATING THE GEAR WAS DOWN AND LOCKED AT ANY TIME. THE PILOT THEN STATE HE DID NOT KNOW HIS GEAR WAS NOT DOWN AND LOCKED UNTIL HE FELT THE BELLY OF THE AIRCRAFT SCRAPE THE GROUND ON LANDING.  NOBODY WAS INJURED, BUT THE PROPELLER ALSO STRUCK THE GROUND ON ALL BLADES BECAUSE THE ENGINE WAS RUNNING NORMAL UPON LANDING.  THE RESCUE CREW AT THE AIRPORT RECOVERED THE AIRCRAFT, JACKED IT UP AND LIFTED WITH GROUND SUPPORT PILLOWS AND EXTENDED THE GEAR.  THE PILOT BELIEVES HE DID MOVE THE GEAR HANDLE DOWN AND ALSO BELIEVES THERE WAS AN ELECTRICAL ISSUE WHICH CAUSED THE GEAR TO START GOING DOWN AND THEN IT STOPPED.  I WAS NOT ABLE TO VERIFY THE GEAR STARTED TO EXTEND AND THEN STOPPED.  THE PILOT STATED ONCE THE AIRCRAFT WAS TOWED TO THE HANGAR, HE SAW THE CIRCUIT BREAKER FOR THE LANDING GEAR WAS OPEN.  THE PILOT BELIEVES THIS HAPPENED WHEN THE GEAR STARTED AND STOPPED.  IF THE PILOT DID NOT PUT THE GEAR HANDLE DOWN PRIOR TO LANDING AND THEN UPON LANDING WHEN THE AIRCRAFT SCRAPPED THE GROUND, HE PANICKED AND PUT THE GEAR HANDLE DOWN, THIS MAY CAUSE THE CIRCUIT BREAKER TO POP.  I ASKED THE PILOT IF HE GOT A GEAR UP WARNING HORN AND HE STATED NO HORN AT ALL. - JAV

01/13/2020 ? PILOT/OWNER SAID HIS MECHANIC STARTED TROUBLESHOOTING FOR A FAULT IN THE LANDING GEAR SYSTEM AND THE MECHANIC STATED THERE IS A SHORT IN THE LANDING GEAR CIRCUIT BREAKER, IT WILL NOT STAY PUSHED IN, THERE IS NO GEAR DOWN AND LOCK LIGHT OR HORN.  THE PILOT/OWNER SAID HE IS WORKING WITH BEECHCRAFT IN FT. LAUDERDALE FOR TECHNICAL SUPPORT.  THERE IS ONLY 30 HOURS TOTAL TIME ON THE AIRCRAFT. - JAV

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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