# NTSB GAA15CA178: Piper PA 24-250, N7985P, Newton, KS, July 4, 2015 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: July 4, 2015, 11:15 local (16:15 UTC) - Place: Newton, KS - Coordinates: 38.055831, -97.27639 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.0558&lon=-97.2764&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 11, 2015 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: Wichita FSDO (FAA) - NTSB case key (mKey): 91552 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA15CA178 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91552/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91552 - Page: https://openairdocs.org/ntsb/GAA15CA178 ## Probable cause The failure of the right main landing gear down-lock micro switch, which resulted in a landing gear collapse during landing, and the pilot/owner's unfamiliarity with the emergency landing gear extension procedure. Contributing to the accident was the flight instructor's lack of experience in this make and model airplane and unfamiliarity with the emergency landing gear extension procedure. ## 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 · Failure (probable cause); cases with it: [Piper PA-24-250, 14 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md?model=7102404), [All aircraft, 416 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-24-250, 16 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=7102404), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Experience/qualifications: total experience w/ equipment](https://openairdocs.org/ntsb-findings/02031025): Personnel issues › Experience/knowledge · Instructor/check pilot (probable cause); cases with it: [Piper PA-24-250, 1 case](https://openairdocs.org/ntsb-findings/02031025/cases.md?model=7102404), [All aircraft, 269 cases](https://openairdocs.org/ntsb-findings/02031025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Piper PA-24-250, 5 cases](https://openairdocs.org/ntsb-events/330/sequence.md?model=7102404), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Piper PA-24-250, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7102404), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Piper PA-24-250, 9 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=7102404), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Piper PA-24-250, 7 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=7102404), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) ## Analysis During a local instructional flight, the flight instructor reported that while on final approach at their destination airport, the landing gear did not illuminate down and locked. He reported that he tried to cycle the gear with the electric landing gear handle, but the down and locked green light would not illuminate. When the power was reduced to idle, the flight instructor reported that the audible gear unsafe horn sounded as well. The flight instructor performed a go-around, and the pilot receiving instruction reported that he began the manual gear extension checklist according to the "SureCheck" checklist. During the manual gear extension procedure, both pilots reported that a "spring tension" prevented the emergency gear handle from extending to the full forward position. Subsequently, the flight instructor reported that he reset the motor release arm and attempted to extend the landing gear again with the electric gear handle, but the landing gear electric motor circuit breaker popped and the motor release arm jammed. After receiving confirmation from ground personnel that the landing gear was only partially extended, the flight instructor performed an emergency landing. During touchdown, the landing gear collapsed and the airplane skidded to a stop on the runway. The fuselage was substantially damaged in the accident. During a postaccident examination, a Federal Aviation Administration aviation safety inspector found that the right main landing gear down-lock micro switch was operating intermittently within the electrical actuating system. According to the inspector, an intermittent micro switch on this landing gear can result in gear unsafe warnings and continuous electrical motor operation. Additionally, the SureCheck checklist used did not include instructions provided in the Pilot's Operating Handbook stating, "Do not re-engage landing gear operating motor in flight." The SureCheck checklist does contain a warning stating "this product is not a substitute for any operation manual which coincides with each specific aircraft." The flight instructor reported that he had two hours of flight time in this make and model airplane, and the pilot receiving instruction reported that he had no previous experience in this make and model airplane. ## Factual narrative During a local instructional flight, the flight instructor reported that while on final approach at their destination airport, the landing gear did not illuminate down and locked. He reported that he tried to cycle the gear with the electric landing gear handle, but the down and locked green light would not illuminate. When the power was reduced to idle, the flight instructor reported that the audible gear unsafe horn sounded as well. The flight instructor performed a go-around, and the pilot receiving instruction reported that he began the manual gear extension checklist according to the "SureCheck" checklist. During the manual gear extension procedure, both pilots reported that a "spring tension" prevented the emergency gear handle from extending to the full forward position. Subsequently, the flight instructor reported that he reset the motor release arm and attempted to extend the landing gear again with the electric gear handle, but the landing gear electric motor circuit breaker popped and the motor release arm jammed. After receiving confirmation from ground personnel that the landing gear was only partially extended, the flight instructor performed an emergency landing. During touchdown, the landing gear collapsed and the airplane skidded to a stop on the runway. The fuselage was substantially damaged in the accident. During a postaccident examination, a Federal Aviation Administration aviation safety inspector found that the right main landing gear down-lock micro switch was operating intermittently within the electrical actuating system. According to the inspector, an intermittent micro switch on this landing gear can result in gear unsafe warnings and continuous electrical motor operation. Additionally, the SureCheck checklist used did not include instructions provided in the Pilot's Operating Handbook stating, "Do not re-engage landing gear operating motor in flight." The SureCheck checklist does contain a warning stating "this product is not a substitute for any operation manual which coincides with each specific aircraft." The flight instructor reported that he had two hours of flight time in this make and model airplane, and the pilot receiving instruction reported that he had no previous experience in this make and model airplane. ## Aircraft - Registration: [N7985P](https://openairdocs.org/aircraft/N7985P), registered now, S/N 24-3223 (OpenAirDocs) - Reported make and model: PIPER PA 24-250 (250) - Registry model: [Piper PA-24-250](https://openairdocs.org/model/piper-pa-24-250) (registry code 7102404) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-3223 - Year built: 1962 - Airframe hours: 4443 - Engines: LYCOMING O-540 SERIES 250 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 30, 2014 - Departed: 3AU, AUGUSTA, KS - Destination: EWK, Newton, KS - Airport: EWK, Newton-City-County, runway 17, 7,003 × 100 ft, asphalt - Equipment: Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 59; injuries: none; commercial, flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review April 25, 2015; seat: right; restraint: lap only; flight hours: 4,800 total, 2 in this make and model, 4,150 as pilot in command, 9 in the last 90 days, 6 in the last 30 days, 1 in the last 24 hours - Pilot; age 57; injuries: none; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review June 10, 2010; seat: left; restraint: lap only; flight hours: 170 total, 0 in this make and model, 100 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 6 knots - Visibility: 10 statute miles - Temperature: 79 °F, dew point 63 °F - Altimeter: 30.04 inHg - Observed at: KEWK ## 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 20150704010039A](https://openairdocs.org/incident/20150704010039A), Jul 4, 2015: Piper PA-24-250, Newton, KS, Substantial damage. On July 4, 2015, at approximately 1115 local time, a private pilot was involved in an aircraft accident that occurred while landing the Piper PA-24 comanche… ## Other investigations on N7985P (2) 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. - [NTSB SEA91LA247](https://openairdocs.org/ntsb/SEA91LA247), Sep 19, 1991: Piper PA-24-250 (N7985P), Arco, ID, substantial damage. Probable cause: WATER IN THE FUEL TANK AND THE INABILITY OF THE PILOT TO FLARE FOR LANDING AFTER MANEUVERING TO AVOID TRANSMISSION LINES IN HIS FLIGHT PATH DURING THE FORCED LANDING. - [NTSB SEA75DYA24](https://openairdocs.org/ntsb/SEA75DYA24), Nov 27, 1974: Piper PA-24 (N7985P), Arco, ID, substantial damage ## Docket (6 files) The files NTSB released with the investigation on September 8, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91552. 2.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 911 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431597&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Inspector Statement (FAA) (item 2, .PDF, 237 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431598&FileExtension=.PDF&FileName=Inspector%20Statement%20(FAA)-Master.PDF - Record of Conversation (Flight Instructor) (item 3, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431599&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Flight%20Instructor)-Master.PDF - Record of Conversation (Instructed Pilot) (item 4, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431600&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Instructed%20Pilot)-Master.PDF - Piper Manual Gear Extension Checklist Used (courtesy of FAA) (item 5, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431601&FileExtension=.PDF&FileName=Piper%20Manual%20Gear%20Extension%20Checklist%20Used%20(courtesy%20of%20FAA)-Master.PDF - GAA15CA178 Photo File (2 embedded photos) (item 6, .PDF, 635 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40431602&FileExtension=.PDF&FileName=GAA15CA178%20Photo%20File%20(2%20embedded%20photos)-Master.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.