# Incident 20260303011729I: Beech A24R, Hayward, CA, March 3, 2026 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: March 3, 2026, 15:00 local time - Place: Hayward, CA - Airport: Hayward Executive - Damage: Minor damage - Phase of flight: Landing: Touchdown - Operating rules: General operating rules (Part 91) - Location: 37.6589° N, 122.1217° W: Placed by OpenAirDocs at HAYWARD EXEC (HWD), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=37.6589&lon=-122.1217&mi=10 - Aircraft: N9721L, a cancelled registration (https://openairdocs.org/deregistered/N9721L-2026-08-08) (OpenAirDocs) - Registry model: Beech A24R (registry code 1151252, https://openairdocs.org/model/beech-a24r) (OpenAirDocs) - Registry engine: Lycoming I0360 series (registry code 41515, https://openairdocs.org/engine/lycoming-i0360-series) (OpenAirDocs) - Reported make and model: BEECH A24R - People aboard: 2 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Commercial pilot, flight instructor - Pilot flight hours: 16,500 total - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20260303011729I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. I WAS THE PILOT IN COMMAND OF AIRCRAFT ON MARCH 3, 2026. THE FLIGHT DEPARTED FROM HAYWARD AIRPORT AND WAS CONDUCTED UNDER VFR CONDITIONS TO CALAVERAS AIRPORT. PRIOR TO DEPARTURE, I CONDUCTED A STANDARD PREFLIGHT INSPECTION IN ACCORDANCE WITH MANUFACTURER GUIDANCE AND ACCEPTED PROCEDURES. IN COMPLIANCE WITH 14 CFR 91.103, I REVIEWED ALL AVAILABLE INFORMATION CONCERNING THE FLIGHT, INCLUDING WEATHER CONDITIONS, AIRCRAFT STATUS, AND OTHER OPERATIONAL FACTORS. NO ABNORMALITIES WERE OBSERVED WITH THE LANDING GEAR SYSTEM, AND NO DISCREPANCIES RELATED TO THE LANDING GEAR WERE NOTED IN THE AIRCRAFT MAINTENANCE RECORDS. THE AIRCRAFT WAS CONSIDERED AIRWORTHY AT THE TIME OF DEPARTURE, AND I WAS NOT AWARE OF ANY CONDITION THAT WOULD HAVE AFFECTED NORMAL OPERATION. THE FLIGHT PROCEEDED NORMALLY THROUGH DEPARTURE, CLIMB, AND CRUISE, WITH NO ABNORMAL AIRCRAFT BEHAVIOR OR SYSTEM INDICATIONS OBSERVED. UPON ENTERING THE APPROACH PHASE AT APPROXIMATELY OVERHEAD CALAVERAS AIRPORT, I SELECTED THE LANDING GEAR FOR EXTENSION. AT THAT TIME, I OBSERVED THAT THE LANDING GEAR DID NOT INDICATE NORMAL EXTENSION. SPECIFICALLY, THE RIGHT MAIN LANDING GEAR DID NOT INDICATE NORMAL EXTENSION. THE COCKPIT INDICATIONS SHOWED AN ABSENCE OF A GREEN LIGHT FOR THE RIGHT LANDING GEAR, WHICH WAS INCONSISTENT WITH NORMAL OPERATION. UPON RECOGNIZING THE MALFUNCTION, I MAINTAINED CONTROL OF THE AIRCRAFT AND DISCONTINUED THE LANDING ATTEMPT AS APPROPRIATE. I FOLLOWED THE APPLICABLE EMERGENCY PROCEDURES AND CHECKLIST FOR A LANDING GEAR MALFUNCTION. I ATTEMPTED NORMAL LANDING GEAR EXTENSION PROCEDURES AND SUBSEQUENTLY PERFORMED THE EMERGENCY GEAR EXTENSION PROCEDURES IN ACCORDANCE WITH THE AIRCRAFT CHECKLIST. I VERIFIED GEAR STATUS USING AVAILABLE COCKPIT INDICATIONS. BASED ON THE AVAILABLE INFORMATION AND IN THE INTEREST OF SAFETY, I ELECTED TO RETURN TO HAYWARD AIRPORT. WHILE APPROXIMATELY 15 MILES FROM HAYWARD AIRPORT, IN THE VICINITY OF SUNOL, I COMMUNICATED WITH HAYWARD TOWER, ADVISED THEM OF THE SITUATION, AND REQUESTED A LOW APPROACH FOR VISUAL CONFIRMATION OF THE LANDING GEAR STATUS. THE TOWER ADVISED THAT THE RIGHT MAIN LANDING GEAR WAS NOT EXTENDED. DURING THE EVENT, THE HYDRAULIC PUMP WAS OPERATING; THE CIRCUIT BREAKER WAS SUBSEQUENTLY PULLED FOLLOWING INDICATIONS CONSISTENT WITH A LACK OF HYDRAULIC FLUID IN THE SYSTEM. THE RIGHT MAIN LANDING GEAR DID NOT EXTEND. THERE WERE NO PRIOR INDICATIONS OF MALFUNCTION BEFORE GEAR SELECTION, AND THE CONDITION WAS OBSERVED AT THE TIME OF GEAR EXTENSION. AFTER COMPLETING ALL AVAILABLE TROUBLESHOOTING PROCEDURES, I PROCEEDED WITH LANDING AT HAYWARD AIRPORT USING THE SAFEST AVAILABLE METHOD UNDER THE CIRCUMSTANCES. THE AIRCRAFT LANDED WITH THE NOSE GEAR AND LEFT MAIN GEAR EXTENDED, AND THE RIGHT MAIN GEAR NOT EXTENDED. THE AIRCRAFT WAS BROUGHT TO A CONTROLLED STOP OFF THE RIGHT SIDE OF THE RUNWAY IN A CONTROLLED MANNER CONSISTENT WITH MAINTAINING DIRECTIONAL CONTROL. THERE WERE NO INJURIES. FOLLOWING THE LANDING, THE AIRCRAFT WAS SECURED, AND APPROPRIATE PERSONNEL WERE NOTIFIED. I AFFIRM THAT THE AIRCRAFT WAS OPERATED IN ACCORDANCE WITH APPLICABLE FAA REGULATIONS, THAT A PROPER PREFLIGHT INSPECTION WAS COMPLETED, AND THAT NO KNOWN DISCREPANCIES EXISTED PRIOR TO DEPARTURE. THE LANDING GEAR MALFUNCTION WAS UNEXPECTED. ALL ACTIONS TAKEN WERE FOCUSED ON ENSURING THE SAFETY OF FLIGHT. THE AIRCRAFT MET THE REQUIREMENTS OF 14 CFR 91.7 AT THE TIME OF DEPARTURE, AND I EXERCISED MY RESPONSIBILITIES AS PILOT IN COMMAND CONSISTENT WITH 14 CFR 91.3. I CERTIFY THAT THE ABOVE STATEMENT IS TRUE AND CORRECT TO THE BEST OF MY KNOWLEDGE. 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.