Event FTW95LA168

Factual narrative

On April 13, 1995, at 1618 central daylight time, a Cessna 172 RG, N6394V, was substantially damaged during a gear up landing at Tulsa International Airport, Tulsa, Oklahoma. The commercial pilot was not injured. The flight was being operated as a business aerial photography flight under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the cross country flight and a flight plan was not filed. The pilot reported that the flight departed at 1330 for the planned aerial photography mission in the areas of McAlester and Kiowa, Oklahoma. Following the photography session where the gear and flaps were extended, the landing gear retraction procedure was initiated by the pilot. During the en route climb through approximately 3,000 feet MSL, the pilot noticed that the gear up indicator light was not illuminated and that the gear was partially extended. The pilot referred to the checklist and during the second attempt the gear extended and the pilot observed the "green light" indication in the cockpit. The pilot then "elected to cycle it a couple of more times" and with the gear retracted continued the en route climb. In the vicinity of Okmulgee, Oklahoma, the pilot noted a reduced electrical power output as the radio lights had faded in intensity and the ammeter indicated a discharge. The pilot further reported that he referred to the operations manual for a manual extension of the landing gear; however, "despite 60 to 70 strokes, the gear would not lower." While manuevering the airplane in the vicinity of the Tulsa International Airport, the pilot observed a "green light" from the tower and landed the airplane on runway 18R. The main gear were partially extended and the nose gear was fully extended. The Federal Aviation Administration (FAA) inspector examined the airplane and found the alternator circuit breaker "popped." Structural damaged occurred to the fuselage. During a demonstration by the pilot, the inspector observed the pilot "pump" the emergency gear handle "in and out." The emergency checklist states pump "perpendicular to handle." THE PILOT NOTICED THAT THE GEAR UP INDICATOR LIGHT WAS NOT ILLUMINATED AND THAT THE GEAR WAS PARTIALLY EXTENDED. DURING THE SECOND ATTEMPT TO FULLY EXTEND THE GEAR, THE PILOT OBSERVED THE 'GREEN LIGHT' INDICATION IN THE COCKPIT; HOWEVER, THE PILOT THEN 'ELECTED TO CYCLE IT A COUPLE OF MORE TIMES' AND WITH THE GEAR RETRACTED CONTINUED THE FLIGHT. SUBSEQUENTLY, THE PILOT NOTED A REDUCED ELECTRICAL POWER OUTPUT AS THE RADIO LIGHTS HAD FADED IN INTENSITY AND THE AMMETER INDICATED A DISCHARGE. THE PILOT REPORTED REFERRING TO THE OPERATIONS MANUAL FOR EXTENSION OF THE LANDING GEAR; HOWEVER, 'DESPITE 60 TO 70 STROKES, THE GEAR WOULD NOT LOWER.' FOLLOWING THE LANDING, IT WAS DETERMINED THAT THE MAIN GEAR WERE PARTIALLY EXTENDED AND THE NOSE GEAR WAS FULLY EXTENDED WITH STRUCTURAL DAMAGE OCCURRING TO THE FUSELAGE. THE ALTERNATOR CIRCUIT BREAKER WAS 'POPPED' FOR AN UNDETERMINED REASON. FOLLOWING THE ACCIDENT, THE FAA INSPECTOR OBSERVED THE PILOT 'PUMP' THE EMERGENCY GEAR HANDLE 'IN AND OUT.' THE EMERGENCY CHECKLIST STATES PUMP 'PERPENDICULAR TO HANDLE.' Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12