# NTSB WPR23LA136: Cessna 177RG, N2572V, Spanish Fork, UT, March 15, 2023 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: March 15, 2023, 13:35 local (19:35 UTC) - Place: Spanish Fork, UT · Runway 12 @ SPK - Coordinates: 40.145028, -111.66769 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.1450&lon=-111.6677&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: FAA - NTSB case key (mKey): 106926 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR23LA136 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/106926/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=106926 - Page: https://openairdocs.org/ntsb/WPR23LA136 ## Probable cause The retraction of the main landing gear for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot; cases with it: [Cessna 177RG, 10 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2073709), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained; cases with it: [Cessna 177RG, 3 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=2073709), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Landing gear system: gear extension and retract sys](https://openairdocs.org/ntsb-findings/01023230): Aircraft › Aircraft systems · Unknown/Not determined (probable cause); cases with it: [Cessna 177RG, 4 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md?model=2073709), [All aircraft, 416 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Cessna 177RG, 4 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=2073709), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094) (defining event); cases with it: [Cessna 177RG, 5 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=2073709), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-flare/touchdown: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [Cessna 177RG, 5 cases](https://openairdocs.org/ntsb-events/230/sequence.md?model=2073709), [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Cessna 177RG, 5 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2073709), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot reported that the landing gear hydraulic pump indicator relay and diode were replaced before he departed on the accident flight. Maintenance personnel performed ground checks and function tests that indicated the landing gear hydraulic pump was operational with no defects. The pilot confirmed that during takeoff and approach for landing all functions of the landing gear indication system were normal. The pilot reported that he moved the flap lever to the 10° down position during the landing roll to prevent the airplane from “dancing around.” Subsequently, the landing gear retracted, causing the airplane’s tail section to skid along the asphalt runway, with the nose landing gear remaining extended and locked. Postaccident examination of the landing gear system revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The landing gear function check was performed using steps outlined in the manufacturer’s maintenance manual. The function checks revealed normal operating parameters, with no anomalies noted throughout the examination. The pilot reported that, to prevent the airplane from dancing around during the landing roll, he normally retracted the flaps to get more weight on the wheels and better brake effectiveness. The pilot recalled that he raised the flap lever to the 10° flap down position. As the airplane’s speed decreased, the main landing gear retracted, and it is possible that the pilot unintentionally retracted the landing gear during the landing roll. ## Factual narrative On March 15, 2023, about 1335 mountain daylight time, a Cessna 177RG, N2572V, sustained substantial damage when it was involved in an accident in Spanish Fork, Utah. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that the accident flight was the first flight since the airplane had undergone maintenance to the landing gear pump indication relay and diode to correct an uncommanded gear pump activation. The pilot departed Provo Municipal Airport (PVU), Provo, Utah and retracted the landing gear during the initial climb. After a short cross-country flight to Spanish Fork Municipal Airport/Woodhouse Field (SPK), Spanish Fork, Utah, the pilot was cleared to land. According to the pilot, the extension of the landing gear during the approach was flawless, with all indications and lights operating normally. The pilot reported that the landing was normal. The pilot remarked that, “This airplane normally dances around a little bit after landing, so I usually start retracting the flaps to get more weight on the wheels and better brake effectiveness”. Additionally, the pilot affirmed that he raised the flap lever to the 10° setting during the landing roll and the airplane “started to waller” from side to side. The main landing gear then retracted. With the tail of the airplane dragging on the runway, the airplane skidded to a stop, with the nose of the airplane hanging off the left side of the runway in the dirt. Postaccident photographs of the airplane revealed that the nose landing gear was down and locked, as confirmed during the postaccident examination, but the left and right main landing gear had retracted. Postaccident examination of the landing gear system revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The landing gear function check was performed using the manufacturer’s maintenance manual. The landing gear operational function checks revealed normal operation within parameters, with no anomalies throughout the examination. The diode and relay installed the morning of the accident flight were tested and functioned with no defects noted. Following the postaccident examination, the pilot was asked, "Is it possible that you retracted the landing gear instead of the flaps during the landing roll?" The pilot replied, "Regarding your question, I’m pretty sure that the flap lever was never touched during the landing roll." ## Aircraft - Registration: [N2572V](https://openairdocs.org/aircraft/N2572V), registered now, S/N 177RG0620, built 1974 (OpenAirDocs) - Reported make and model: CESSNA 177RG - Registry model: [Cessna 177RG](https://openairdocs.org/model/cessna-177rg) (registry code 2073709) (OpenAirDocs) - Registry engine: [Lycoming IO-360-A1B6D](https://openairdocs.org/engine/lycoming-io-360-a1b6d) (registry code 41593, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 177RG0620 - Year built: 1974 - Airframe hours: 2800.62 - Engines: Lycoming IO-360-A1B 200 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 10, 2023, 3 hours before - Departed: PVU, Provo, UT - Destination: Same as departure - Airport: SPK, Spanish Fork Muni/Woodhouse Fld, runway 12, 6,500 × 100 ft, asphalt - Equipment: Stall warning system, Onboard weather, Electronic primary flight display, Electronic multifunction display, Auto-pilot, Electronic flight bag or handheld device, ADS-B, Angle of attack indicator ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: none; flight engineer, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 15, 2022; seat: left; restraint: 3-point; flight hours: 24,500 total, 164 in this make and model, 19,400 as pilot in command, 204 in the last 90 days, 44 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 6 knots - Visibility: 9 statute miles - Lowest ceiling: 3,000 ft overcast - Temperature: 40 °F, dew point 35 °F - Altimeter: 2993.00 inHg - Observed at: SPK, 5 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 20230315007489A](https://openairdocs.org/incident/20230315007489A), Mar 15, 2023: Cessna 177RG, Spanish Fork, UT, Substantial damage. Investigation: I was notified of an accident that came to this office through a phone call from the regional operations center (roc) on 03/15/2023. On 03/15/… ## Docket (9 files) The files NTSB released with the investigation on November 14, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=106926. 6.4 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15850956&FileExtension=pdf&FileName=6120_1_Redacted-Rel.pdf - Record of conversation -PIC (item 2, PDF, 2 pages, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15854653&FileExtension=pdf&FileName=Memorandum%20for%20Record%20-Pilot-Rel.pdf - Record of conversation -woodhouse (item 3, PDF, 1 page, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15852910&FileExtension=pdf&FileName=Record%20of%20Conversation%20-Woodhouse-Rel.pdf - Airframe logbook entries (item 4, PDF, 1 page, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15850966&FileExtension=pdf&FileName=N2572V%20Airframe%20Logbook%20Relay%20and%20Diode%20Entry_Redacted-Rel.pdf - Examination summary (item 5, PDF, 1 page, 143 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15850848&FileExtension=pdf&FileName=FAA%20MX%20Oversight%20Report%20-Shumway_Redacted-Rel.pdf - Examination findings invoice (item 6, PDF, 1 page, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15850794&FileExtension=pdf&FileName=Inv_5592_from_Woodhouse_Aviation_LLC_21460_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation (item 7, PDF, 1 page, 833 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15866953&FileExtension=pdf&FileName=Party%20Member%20Certification%20Form%20-Signed_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 1 page, 171 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15867372&FileExtension=pdf&FileName=Wreckage%20Release%20Form_Redacted-Rel.pdf - Photographs (item 9, PDF, 5 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15850911&FileExtension=pdf&FileName=Photographs-Rel.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.