# NTSB GAA17CA126: Piper PA32R, N6885F, Fort Mohave, AZ, January 26, 2017 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: January 26, 2017, 11:00 local (18:00 UTC) - Place: Fort Mohave, AZ - Coordinates: 35.005554, -114.565002 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.0056&lon=-114.5650&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing: Landing gear not configured](https://openairdocs.org/ntsb-events/095) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 4, 2017 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 94665 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA17CA126 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/94665/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=94665 - Page: https://openairdocs.org/ntsb/GAA17CA126 ## Probable cause The pilot's failure to extend the landing gear for landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: forgotten action/omission](https://openairdocs.org/ntsb-findings/02041035): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-32R-300, 3 cases](https://openairdocs.org/ntsb-findings/02041035/cases.md?model=7103213), [All aircraft, 440 cases](https://openairdocs.org/ntsb-findings/02041035/cases.md) - [Landing gear system: gear extension and retract sys](https://openairdocs.org/ntsb-findings/01023230): Aircraft › Aircraft systems · Not used/operated (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) - [Landing gear system](https://openairdocs.org/ntsb-findings/01023200): Aircraft › Aircraft systems · Incorrect use/operation; cases with it: [Piper PA-32R-300, 1 case](https://openairdocs.org/ntsb-findings/01023200/cases.md?model=7103213), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/01023200/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Landing gear not configured](https://openairdocs.org/ntsb-events/095) (defining event); 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: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Piper PA-32R-300, 2 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=7103213), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Landing-flare/touchdown: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Piper PA-32R-300, 6 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=7103213), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) - [Landing-flare/touchdown: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Piper PA-32R-300, 8 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=7103213), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-flare/touchdown: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Piper PA-32R-300, 32 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7103213), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that, during the initial climb, he retracted the landing gear normally and then "a few minutes later the radios went blank." He believed he had a radio problem, so he decided to return to the airport. During the return, the pilot moved the landing gear selector to the down position, but the three gear down indicator lights did not illuminate. Subsequently, the pilot circled a few miles east of the airport to troubleshoot the issue. The pilot reported that, during the circling, he "cycled the master switch and the radio master a couple times with no results." The pilot added that the airplane was equipped with an "automatic gear extension system," so he verified that the override switch was not engaged, fully extended the flaps, and slowed the airplane to 85 knots. Subsequently, the pilot believed the landing gear was down, so he returned to the airport for landing. During touchdown, the left main landing gear and nose gear collapsed (or were not extended), and the airplane veered off the runway into dirt, which resulted in substantial damage to the left wing. During a postaccident interview, the pilot reported that he believed he had "a total electrical failure." According to a witness who owns a house on the airport property, he observed the airplane depart and about 5 minutes later, saw that the airplane had returned for landing. The witness reported that the airplane's landing gear were retracted until the point at which the pilot began the landing flare over the runway. When the airplane was about 5 ft above the runway, each landing gear began to extend, but the airplane touched down before the nose gear and left main landing gear could extend fully. According to a Federal Aviation Administration (FAA) aviation safety inspector (ASI) who arrived at the accident site about 2 to 3 hours after the event, when he "switched the master switch on," he observed electrical equipment turn on and heard the landing gear extension motor running. During a subsequent postaccident examination, the FAA ASI reported that he found no abnormalities with the electrical system. He also extended the landing gear to the down-and-locked position with the electric/hydraulic system and observed three green indicator lights illuminate. According to the Pilot's Operating Handbook (POH) for the accident airplane, a "pressure sensing device" in the landing gear system will lower the gear "regardless of the gear selection position," pending that the override switch is not engaged. The POH further stated, in part, "The gear is designed to extend at airspeeds below approximately103 KIAS [knots indicated airspeed] with power off even if the selector is in the up position. The extension speeds will vary from approximately 81 KTS [knots] to approximately 103 KIAS depending on power settings and altitude." It is likely that the pilot failed to extend the landing gear for landing and that, as the airspeed slowed during the landing flare, the pressure sensingdevice automatically deployed the landing gear. However, due to the insufficient altitude and time, the landing gear were unable to fully extend and lock. ## Factual narrative The pilot reported that during the initial climb he retracted the landing gear normally and then "a few minutes later the radios went blank." The pilot further reported that he believed he had a radio problem, so he decided to return to the airport. During the return, the pilot reported that he moved the landing gear selector to the down position, but the three gear down indicator lights did not illuminate. Subsequently, the pilot reported that he circled a few miles east of the airport to troubleshoot the issue. During the circling, the pilot reported that he "cycled the master switch and the radio master a couple times with no results." The pilot further reported that the airplane was equipped with an "automatic gear extension system," so he verified that the override switch was not engaged, fully extended the flaps, and slowed the airplane to 85 knots. Subsequently, the pilot believed the landing gear was down, so he returned to the airport for landing. During touchdown, the left main landing gear and nose gear collapsed (or were not extended) and the airplane veered off the runway into dirt, which resulted in substantial damage to the left wing. During a postaccident interview, the pilot reported that he believed he had "a total electrical failure." According to a witness who owns a house on the airport property, he observed the airplane depart and about 5 minutes later saw that the airplane had returned for landing. The witness reported that the airplane's landing gear were retracted until the point at which the pilot began the landing flare over the runway. The witness further reported, when the airplane was about 5 feet above the runway, each landing gear began to extend, but the airplane touched down before the nose gear and left main landing gear could extend fully. According to a Federal Aviation Administration (FAA) Aviation Safety Inspector (ASI) who arrived at the accident site about two to three hours after the event, when he "switched the master switch on," he observed electrical equipment turn on and heard the landing gear extension motor running. During a subsequent postaccident examination, the FAA ASI reported that he found no abnormalities with the electrical system. He also extended the landing gear to the down and locked position with the electric/ hydraulic system and observed three green indicator lights illuminated. According to the Pilot's Operating Handbook (POH) for the accident airplane, a "pressure sensing device" in the landing gear system will lower the gear "regardless of the gear selection position," pending that the override switch is not engaged. The POH further stated in part: "The gear is designed to extend at airspeeds below approximately103 KIAS [Knots Indicated Airspeed] with power off even if the selector is in the up position. The extension speeds will vary from approximately 81 KTS [Knots] to approximately 103 KIAS depending on power settings and altitude." ## Aircraft - Registration: [N6885F](https://openairdocs.org/deregistered/N6885F-2018-10-12), registration cancelled 2018-10-12, S/N 32R-7780048, built 1976 (OpenAirDocs) - Reported make and model: PIPER PA32R (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-7780048 - Year built: 1976 - Airframe hours: 3767 - Engines: Lycoming IO-540-KIG5D 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 25, 2016 - Departed: A20, BULLHEAD CITY, AZ - Destination: REI, REDLANDS, CA - Airport: A20, Sun Valley, runway 36, 3,700 × 42 ft, asphalt - Equipment: Auto-pilot, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 74; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review January 21, 2016; seat: left; restraint: 3-point; flight hours: 2,570 total, 1,870 in this make and model, 2,570 as pilot in command, 5 in the last 90 days, 1 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 360° at 17 knots, gusting 23 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 52 °F, dew point 23 °F - Altimeter: 30.38 inHg - Observed at: KIFP, 13 nm away ## 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 20170126006099A](https://openairdocs.org/incident/20170126006099A), Jan 26, 2017: Piper PA-32R-300, Mohave Valley, AZ, Substantial damage. On 01/26/2017 at 11:00 local time, N6885F, a Piper PA32R-300, piloted by [privacy data omitted] with his wife as passenger, on a 14CFR part 91 flight, departed… ## Docket (6 files) The files NTSB released with the investigation on March 14, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=94665. 1.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 258 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40455962&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Conversation (FAA Inspector) (item 2, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449917&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(FAA%20Inspector)-Master.PDF - Record of Conversation (Pilot) (item 3, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449918&FileExtension=.PDF&FileName=Record%20of%20Conversation%20(Pilot)-Master.PDF - Witness Statement (item 4, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449919&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Accident Photos (Courtesy of FAA) (item 5, .PDF, 2 photos, 231 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449920&FileExtension=.PDF&FileName=Accident%20Photos%20(Courtesy%20of%20FAA)-Master.PDF - Piper PA32R_POH Landing Gear System Excerpts (item 6, .PDF, 358 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449921&FileExtension=.PDF&FileName=Piper%20PA32R_POH%20Landing%20Gear%20System%20Excerpts-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.