# Incident 20260612006889I: Piper PA-32RT-300, Locust Grove, GA, June 12, 2026

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 12, 2026, 11:27 local time
- Place: Locust Grove, GA
- Airport: Mallards Landing
- Damage: Minor damage
- Phase of flight: Landing: Rollout
- Operating rules: General operating rules (Part 91)
- Location: 33.3657° N, 84.1652° W: Placed by OpenAirDocs at MALLARDS LANDING (GA04), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=33.3657&lon=-84.1652&mi=10
- Aircraft: N9585C, registered now (https://openairdocs.org/aircraft/N9585C) (OpenAirDocs)
- Registry model: Piper PA-32RT-300 (registry code 7103215, https://openairdocs.org/model/piper-pa-32rt-300) (OpenAirDocs)
- Registry engine: Lycoming IO-540 series (registry code 41530, https://openairdocs.org/engine/lycoming-io-540-series) (OpenAirDocs)
- Reported make and model: PIPER PA-32RT-300
- Reported engine: LYCOMING IO-540-K1G5D
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport
- Pilot flight hours: 6,036 total
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20260612006889I

## Narrative

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

A PIPER PA-32RT-300 DEPARTED KDNN AT APPROXIMENTLY 1030 ON 12 JUNE, 2026. THE AIRCRAFT, WHICH WAS OPERATED BY A SINGLE PILOT WITH NO PASSENGERS ON BOARD, BEGAN HAVING ELECTRICAL ISSUES APPROXIMENTLY 8NM FROM GA04. THE PILOT INITIALLY NOTICED THE ELECTRICAL ISSUES WHEN UNABLE TO TRANSMIT THROUGH THE VHF RADIO. PILOT BRIEFLY TROUBLESHOT A POSSIBLE BAD AUDIO JACK AND CONNECTED PILOT'S HEADSET INTO AN ALTERNATE AUDIO JACK TO NO AVAIL. PILOT PLACED GEAR HANDLE IN THE DOWN POSITION AND SAW THE GEAR UNSAFE LIGHT ILLUMINATED. SUBSQUENTLY, ALL ELECTRICAL INDICATIONS AND ELECTRICAL/AVIONICS EQUIPMENT WERE LOST. PILOT DID A CHECK ON THE CIRCUIT BREAKER PANEL FOR ANY OPEN C/BS. PILOT NOTICED AN INCREASE IN DRAG, LIKELY INDICATING EITHER SOME OR ALL OF THE LANDING GEAR HAD EXTENDED. PILOT THEN DEPRESSED THE EMERGENCY LANDING GEAR EXTENSION TO ENSURE THE LANDING GEAR WAS FULLY DOWN. PILOT WAS THE ONLY AIRCRAFT IN THE PATTERN, BUT UTILIZING A HAND HELD BACK UP VHF RADIO MADE A CALL REQUESTING ASSISTANCE TO ANYONE AVAILABLE IN THE AREA. PILOT MADE A GO AROUND AND MADE CONTACT WITH ANOTHER AIRCRAFT HEADING INTO GA04. THE PILOTS IN THE SECOND AIRCRAFT LANDED AND STOPPED MIDFIELD. AFTER A LOW APPROACH WAS CONDUCTED BY THE PA-32RT-300, A VISUAL INSPECTION DETERMINED THAT ALL 3 LANDING GEAR ON THE PA-32RT-300 WAS DOWN. THE PA-32RT-300 PILOT CONDUCTED A NORMAL FLAPS 3 LANDING, BOOST PUMP, GEAR HANDLE CONFIRMED DOWN, MIXTURE AND PROP FULL FORWARD. FINAL WAS FLOWN AT 90KIAS AND TOUCHDOWN AT 80KIAS. PILOT APPLIED FULL AFT STICK PRESSURE TO KEEP NOSE OFF SINCE NOT SURE THE GEAR WAS LOCKED. AT APPROXIMATELY 60KIAS WHEN THE NOSE GEAR MADE CONTACT, THE NOSE BEGAN TO SETTLE. PILOT MAINTAINED CENTERLINE MANAGEMENT AND BEGAN SHUTTING DOWN THE ENGINE. NOSE LANDING GEAR COLLASPED CAUSING A PROP STRIKE AND SLID TO REST APPROXIMENTLY 60-70 FEET FROM INITIAL IMPACT. PILOT MADE AN ORDERLY EGRESS AFTER SECURING THE AIRCRAFT AND WAS MET BY THE PILOTS FROM THE SECOND AIRCRAFT WHO OBSERVED THE INCIDENT. AIRCRAFT HAS NOT UNDERGONE AN INSPECTION TO DETERMINE CAUSE OF NOSE COLLAPSE OR ELECTRICAL SYSTEM FAILURE. PIC STATED INSPECTION BEING COORDINATED BY INSURANCE COMPANY AND WILL PROVIDE DETAILS AFTERWORDS.

## Other reports on N9585C (1)

Matched to the same aircraft by N-number and date.

- [Accident 19790413019079A](https://openairdocs.org/incident/19790413019079A), Apr 13, 1979: Piper PA32RT300 (N9585C), Iola, WI, Substantial damage. Engine stopped enroute due to fuel injector failure. Landed in field, hit ditch.

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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