# NTSB ERA10LA004: Piper PA-32R-300, N8809C, Whiteville, NC, October 3, 2009 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 3, 2009, 19:30 local (23:30 UTC) - Place: Whiteville, NC - Coordinates: 34.270278, -78.708885 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.2703&lon=-78.7089&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 20, 2010 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 74846 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA004 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/74846/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=74846 - Page: https://openairdocs.org/ntsb/ERA10LA004 ## Probable cause The pilot's improper flare and subsequent hard landing during an intentional gear-up landing following multiple mechanical malfunctions. Also causal to the accident was an inoperative landing gear emergency-down valve which had blockage for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Landing gear system: gear extension and retract sys](https://openairdocs.org/ntsb-findings/01023230): Aircraft › Aircraft systems · Inoperative (probable cause); cases with it: [Piper PA-32R-300, 4 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md?model=7103213), [All aircraft, 416 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-32R-300, 2 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=7103213), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-32R-300, 3 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=7103213), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Electrical system malf/failure](https://openairdocs.org/ntsb-events/332); cases with it: [Piper PA-32R-300, 2 cases](https://openairdocs.org/ntsb-events/332/sequence.md?model=7103213), [All aircraft, 182 cases](https://openairdocs.org/ntsb-events/332/sequence.md) - [Approach: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330); cases with it: [Piper PA-32R-300, 1 case](https://openairdocs.org/ntsb-events/330/sequence.md?model=7103213), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Landing-flare/touchdown: Landing gear not configured](https://openairdocs.org/ntsb-events/095); cases with it: [Piper PA-32R-300, 6 cases](https://openairdocs.org/ntsb-events/095/sequence.md?model=7103213), [All aircraft, 584 cases](https://openairdocs.org/ntsb-events/095/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Piper PA-32R-300, 3 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=7103213), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot reported a complete loss of electrical power and that he was unable to lower the landing gear as a result. Several attempts to lower the landing gear using the emergency procedures published in the Pilot’s Operating Handbook were also unsuccessful. A mechanic and the pilot reviewed the procedure by cellular telephone as the airplane circled over the airport, but the landing gear would not deploy. After an estimated 90 minutes of maneuvering and troubleshooting, the pilot announced that he would land the airplane with the gear up. According to the mechanic, the airplane was at low altitude over the approach end of the runway when the pilot “chopped the power.” He said, “He chopped the power too high, and didn’t have enough ‘flare speed’ and hit the runway pretty hard.” Examination of the airplane at the scene revealed substantial damage to the firewall, fuselage, and empennage structures. Detailed examination of the airplane by the mechanic and Federal Aviation Administration inspectors revealed that the air conditioning compressor had seized, the compressor belt had broken, which then fouled the alternator belt. Once the alternator belt broke, the battery power was exhausted, and the airplane experienced a complete electrical failure. Examination of the landing gear revealed that with electrical power applied, the landing gear would operate as designed. With electrical power removed, the “emergency down valve” which allowed the gear to free-fall into position, would not release the hydraulic pressure to allow the gear to lower. Instead, the pressure was released by opening a hydraulic line, and the gear then lowered as designed. The emergency down valve was found with blockage. The aircraft manufacturer calls for the landing gear system to be tested each 100 flight hours. The last inspection was performed 10.5 months and 20 flight hours before the accident. ## Factual narrative HISTORY OF FLIGHT On October 3, 2009, about 1930 eastern daylight time, a Piper PA-32R-300, N8809C, was substantially damaged during a gear-up landing at Columbus County Municipal Airport (CPC), Whiteville, North Carolina. The certificated private pilot and passenger were not injured. Visual meteorological conditions prevailed for the local personal flight that originated at CPC, at 1730, and was conducted under the provisions of 14 Code of Federal Regulations Part 91. In a telephone interview, one witness, a certificated airframe and powerplant mechanic, stated that he was working at the airport when he noticed the airplane maneuvering around the airport. Soon after, the pilot contacted the airport manager by cellular telephone and then spoke to the mechanic directly. According to the mechanic, the pilot reported a complete loss of electrical power, and that he was unable to lower the landing gear as a result. Several attempts to lower the landing gear using the emergency procedures published in the Pilot’s Operating Handbook were also unsuccessful. The mechanic stated that while the telephone connection was weak, he was sure that he and the pilot reviewed the procedure properly, and that the gear would not deploy. After an estimated 90 minutes of maneuvering and troubleshooting, the pilot announced that he was low on fuel, running out of daylight, and would land the airplane gear-up. The mechanic advised the pilot to land on the pavement, and not in the grass. According to the mechanic, the airplane was at low altitude over the approach end of the runway when the pilot “chopped the power.” He said, “He chopped the power too high, and didn’t have enough ‘flare speed’ and hit the runway pretty hard.” In a telephone interview, the pilot provided a similar accounting of events. He said that there were two different procedures for the emergency lowering of the landing gear, neither of which worked. The pilot stated that after he decided to land the airplane gear-up, he entered a left hand traffic pattern, and completed the “gear-up landing procedure” by the checklist. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued in January 2008. The pilot reported 320 total hours of flight experience with 88 total hours in the accident airplane make and model. AIRCRAFT INFORMATION According to FAA and maintenance records, the airplane was manufactured in 1976 and had accrued 3,902 total aircraft hours. Its most recent annual inspection was completed in November 20, 2008, at 3,882 total aircraft hours. METEOROLOGICAL INFORMATION At 1934, the weather reported at CPC included clear skies and winds from 190 degrees at 5 knots. The visibility was 10 miles. The temperature was 24 degrees Celsius (C) and the dew point was 19 degrees C. WRECKAGE AND IMPACT INFORMATIONExamination of the airplane at the scene revealed substantial damage to the firewall, fuselage, and empennage structures. According to the mechanic, during the recovery, the airplane was raised and the landing gear “just came down by itself.” Detailed examination of the airplane by the mechanic revealed that the air conditioning compressor had seized, the compressor belt had broken, which then fouled the alternator belt. According to the mechanic, once the alternator belt broke, the battery power was exhausted, and the airplane experienced a complete electrical failure On October 5, 2009, the airplane was examined by an FAA aviation safety inspector, who confirmed the damage as well as the diagnosis of the original malfunction offered by the mechanic. Examination of the landing gear revealed that with electrical power applied, the landing gear would operate as designed. With electrical power removed, the “emergency down valve” which allowed the gear to free-fall into position was "stuck," and would not release the hydraulic pressure to allow the gear to lower. Instead, the pressure was released by opening the hydraulic line, and the gear then lowered as designed. According to the mechanic, "We concluded the valve was stopped up internally and did not release pressure when actuated. We did not remove the valve or have it tested." ADDITIONAL INFORMATION According to the Piper Cherokee Six/Lance Service manual, the inspection of the entire landing gear system, with operational checks, should be performed every 100 flight hours. The airplane had accrued only 20 total flight hours during the nearly 10.5 months that had elapsed since the airplane's last annual inspection. ## Aircraft - Registration: [N8809C](https://openairdocs.org/deregistered/N8809C-2016-08-29), registration cancelled 2016-08-29, S/N 32R-7680139, built 1976 (OpenAirDocs) - Reported make and model: PIPER PA-32R-300 - Registry model: [Piper PA-32R-300](https://openairdocs.org/model/piper-pa-32r-300) (registry code 7103213) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 32R-7680139 - Airframe hours: 3902 - Engines: LYCOMING TI0-540 SER 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Carolinas Aviation LLC - Registered owner: Carolinas Aviation LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 20, 2008, 20 hours before - Departed: CPC, Whiteville, NC - Destination: CPC, Whiteville, NC - Flight plan: Unknown - Airport: CPC, Columbus County Municipal, runway 24, 5,500 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; seat: left; flight hours: 320 total, 88 in this make and model ## Weather - Conditions: Visual (VMC), Night/bright - Wind: 190° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 66 °F - Altimeter: 29.87 inHg - Observed at: CPC ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20091003050049A](https://openairdocs.org/incident/20091003050049A), Oct 3, 2009: Piper PA-32R-300, Whiteville, NC, Substantial damage. Pilot experienced total loss of electrical power during cruise flight at 2000'. Landing gear failed to extend using emergency procedures. Pilot returned to… ## Docket (5 files) The files NTSB released with the investigation on August 27, 2010, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=74846. 53 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (Memorandum) (item 1, .PDF, 9 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335559&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20(Memorandum)-Master.PDF - Pilot Statement (item 2, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335554&FileExtension=.PDF&FileName=Pilot%20Statement-Master.PDF - Witness Statement (item 3, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335555&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - FAA Inspector Statement (item 4, .PDF, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335556&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - Mechanic Statement (item 5, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40335557&FileExtension=.PDF&FileName=Mechanic%20Statement-Redacted.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- 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.