# Incident 20201125017199I: Mooney Airplane Co Inc M20TN, Chesapeake, VA, November 25, 2020

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: November 25, 2020, 19:00 local time
- Place: Chesapeake, VA
- Airport: Hampton Roads Executive Airpor
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 36.7808° N, 76.4513° W: Placed by OpenAirDocs at HAMPTON ROADS EXEC (PVG), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=36.7808&lon=-76.4513&mi=10
- Aircraft: N278SB, registered now (https://openairdocs.org/aircraft/N278SB) (OpenAirDocs)
- Registry model: Mooney M20TN (registry code 5870227, https://openairdocs.org/model/mooney-m20tn) (OpenAirDocs)
- Registry engine: Continental TSIO-550-G (registry code 17401, https://openairdocs.org/engine/continental-tsio-550-g) (OpenAirDocs)
- Reported make and model: MOONEY AIRPLANE CO INC M20TN
- Reported engine: CONT MOTOR TSIO-550-G
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Commercial pilot
- Pilot flight hours: 1,051 total, 186 in this make and model, 169 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20201125017199I

## Narrative

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

PILOT STATED HE WAS ON AN IFR FLIGHT PLAN AND ENROUTE TO HAMPTON ROADS EXECUTIVE AIRPORT (KPVG) FROM THE PIEDMONT TRIAD INTERNATIONAL AIRPORT (KGSO). DURING THE FLIGHT INTO KPVG, THE PILOT STATED AIR TRAFFIC CONTROL (ATC) ISSUED A DESCENT CLEARANCE THAT REQUIRED HIM TO CONDUCT A HIGH RATE OF DESCENT. BECAUSE OF THE HIGH RATE OF DESCENT, HE UTILIZED SPEED BRAKES TO BLEED OFF AIRSPEED. THE PILOT THEN REQUESTED THE ILS 10 AT KPVG, HOWEVER, INSTEAD OF A FIX ESTABLISHED ON THE ILS 10 APPROACH, ATC ISSUED HIM DIRECT TO SEZJY, WHICH WAS A FIX ON THE RNAV 10 APPROACH.  THIS CAUSED HIM TO RECONFIGURE THE G1000 FOR THE DIFFERENT APPROACH. THE PILOT HAD VISUAL SIGHT OF THE RUNWAY AND CANCELLED THE IFR FLIGHT PLAN. THE PILOT ATTEMPTED TO COMPLETE THE BEFORE LANDING CHECKLIST, BUT BECAUSE OF THE LATE DESCENT FROM ATC, THE AIRCRAFT WAS STILL AT TOO HIGH OF AN AIRSPEED TO EXTEND THE LANDING GEAR. HE PLACED HIS HAND ON THE GEAR WHILE HE WAITED FOR THE AIRSPEED TO BLEED OFF TO GEAR SPEED (140 KNOTS). WHILE ON THE UNICOM FREQUENCY, A PILOT IN THE PATTERN STATED THERE WAS "LOTS OF WIND" AT THE AIRPORT. IN ORDER TO CHECK FOR WEATHER UPDATES, THE PILOT REMOVED HIS HAND FROM THE LANDING GEAR HANDLE TO SWITCH THE RADIO TO THE AWOS FREQUENCY.  THE PILOT THEN LINED UP ON FINAL, FLARED, AND LANDED ON RUNWAY 10.  IT WASN'T UNTIL HE LANDED THAT HE REALIZED HE LANDED WITH THE GEAR RETRACTED.  AS A RESULT, THE LANDING CAUSED DAMAGE TO THE GEAR, PROPELLERS AND FUSELAGE.

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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