Saturday, March 16, 2013

Mooney M20F Executive, N9387V: Accident occurred March 16, 2013 in Leesburg, Florida

PAUL S SOULE' ENTERPRISES INC: http://registry.faa.gov/N9387V

NTSB Identification: ERA13LA175
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 16, 2013 in Leesburg, FL
Probable Cause Approval Date: 08/29/2013
Aircraft: MOONEY M20F, registration: N9387V
Injuries: 1 Uninjured.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The pilot reported that when he attempted to extend the landing gear, he heard a "snap," and the landing gear did not extend. He then cycled the landing gear and attempted the emergency (manual) landing gear extension procedure with no success. The pilot subsequently performed a gear-up landing to a grassy area at an airport. Examination of the airplane revealed that the emergency gear extension cable terminated with a spline drive at the landing gear actuator. The emergency cable was separated from the spline drive, which was seized. The emergency gear extension cable was also misrigged, which allowed it to contact the landing gear actuator arm and engage the cable during normal gear operations. Subsequently, with a seized spline engaged to the electric landing gear motor via the actuator, during normal gear operations, the electric landing gear motor would not be able to overcome the seized spline to actuate the landing gear.

The airplane had been operated about 60 hours since its most recent annual inspection, which was completed about 10 months before the accident. Review of the airplane's most recent airframe logbook (dating back 7 years) revealed that the landing gear actuator was removed and replaced about 4 years before the accident. During reinstallation of the actuator, an emergency (manual) gear extension was successfully completed. There were no other entries pertaining to emergency (manual) gear extension in the airframe logbook; however, the entry for the most recent 100 hour inspection noted three landing gear retraction cycles. The mechanic that recorded that entry stated it was a standard entry and typically more than three cycles are completed with the first one being the emergency (manual) extension. While it was likely that a mechanic checked the rigging of the emergency gear extension cable following the actuator replacement, the investigation was unable to determine if the rigging of the emergency gear extension cable was affected by any subsequent maintenance. Additionally, the cable routing and rigging wouldn't typically be inspected if the landing gear manual extension was successfully accomplished during the 100-hour or annual inspections.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The incorrect rigging of the landing gear emergency extension system by unknown maintenance personnel, which resulted in a failure of the emergency extension cable, and jamming of the normal extension gear motor. 


On March 16, 2013, about 1130 eastern daylight time, a Mooney M20F, N9387V, operated by a private individual, was substantially damaged during a gear-up landing at Leesburg International Airport (LEE), Leesburg, Florida. The commercial pilot was not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed LEE about 1030.

The pilot reported that while practicing slow-flight, he attempted to extend the flaps and landing gear. The flaps extended, but he heard a "snap" and the landing gear did not extend. Additionally, there was no cockpit indication of the landing gear being retracted or extended. Utilizing the pilot operating handbook, he cycled the landing gear with no success. He then attempted the emergency (manual) landing gear extension procedure, also with no success. The pilot subsequently performed a low pass and LEE control tower personnel confirmed that the landing gear was not extended. The pilot then performed a gear-up landing on a grassy area at LEE. The airplane came to rest upright; however, the empennage sustained substantial damage.

The airplane was examined by a mechanic, under the supervision of a Federal Aviation Administration inspector. The mechanic stated that the emergency (manual) gear extension cable terminated with a spline drive at the landing gear actuator. He observed that the emergency gear extension cable spline drive was seized and the cable portion behind it rotated freely in its sheath. The mechanic added that at some point in the airplane's history, the emergency gear cable separated from its terminating spline drive. This would not normally affect the landing gear system unless the emergency landing gear extension cable was engaged from the cockpit via a knob. However, the mechanic also noted that the emergency gear extension cable was previously mis-rigged, which allowed it to contact the actuator arm and engage the cable during normal gear operations. Subsequently, with a seized spline engaged to the electric landing gear motor via the actuator, during normal gear operations, the electric landing gear motor would not be able to overcome the seized spline to actuate the landing gear.

Review of the airplane's most recent airframe logbook revealed entries dating back to May 2006. Further review of the airframe logbook revealed that the landing gear actuator (part number 4196-00-1C) was removed and replaced on February 16, 2009. Following its replacement, maintenance personnel cycled the landing gear five times, checked the emergency (manual) landing gear disengage system, and manually extended the landing gear. There were no other entries pertaining to the emergency gear extension system in the airframe logbook; however, the logbook entry for the most recent 100-hour inspection noted "performed three landing gear retraction cycles."

The airplane's most recent 100 hour inspection was completed on May 24, 2012. Review of a Mooney Maintenance Manual, 100 Hour-Annual Inspection Guide, revealed "8. Check emergency landing gear extension system; extend gear using emergency gear extension system." The mechanic that had completed the most recent 100 hour inspection reported that he typically does more than the standard airframe logbook entry of three landing gear retraction cycles, with the first one being done manually (emergency), which was what he performed on the accident airplane. The mechanic added that the standard logbook entry does not differentiate between normal or emergency gear retraction cycles. Additionally, he was very familiar with that airplane as he had owned it for 14 years prior to its current owner and did not experience any problems with the landing gear system during the most recent inspection or prior. At the time of the most recent 100 hour inspection, the airplane had accumulated 3,497.9 total hours of operation. The airplane had accumulated an additional 59 hours of operation, from the time of the last annual inspection, until the accident.

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 A 75-year-old decorated pilot walked away unhurt Saturday after the landing gear system of his airplane failed and he was forced to put it in the grass at Leesburg International Airport, officials said.

Leesburg City spokesman Robert Sargent said the Paul Soulé radioed authorities when the four-passenger Mooney M20 fixed wing single-engine aircraft's landing gear did not come down as he approached the runway just before noon.

The aircraft touched down in a cloud of dust and dirt but did not catch on fire.

"This is my first incident in 60 years," said Soulé, who is a retired United States Air Force pilot. "I didn't want to close the airport with a crash so I put it in the grass because its softer."

Federal Aviation Administration spokeswoman Kathleen Bergen said investigators will help to determine the extent of the damage.

Soulé, of Fruitland Park, said he was preparing to sell the aircraft and was testing everything out.

"It's just a gorgeous plane," he said. "I guess I got a do a bit of work on it, but that's OK."

Soulé had recorded 18,000 hours of incident-free flying in his distinguished career prior to the incident, according to his website.

He was honored for his flying superb acumen by the FAA with a Wright Brother's Master Pilot award in 2008.

In retirement, Soulé has trained both military and civilian pilots on various kinds of large aircraft, his website said.


Source:  http://www.sun-sentinel.com