|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : x41|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Flight Phase||landing other|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : private
|Experience||flight time last 90 days : 60|
flight time total : 4550
flight time type : 75
|Anomaly||other anomaly other|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Upon entering the traffic pattern I encountered some scatter fog whisps and 2 other planes announcing their positions for landing also. My concentration was upon locating them visually and announcing my position on all legs while not losing sight of the runway. As I turned final I transmitted several times to craft ahead of me requesting his position to be sure he was clear of runway or to determine if may have done a go around because I did not have him in sight. As I think about probable cause for such an obvious oversight of landing gear up, I feel the stress of diminishing visibility (while still VFR), other planes in the pattern and intense concentration to identify and avoid combined with a tiring and exhausting work week (it was xapm on fri night) numbed somewhat my senses in responding to the gear up warning sound. After so many repeated practice instrument approachs and the marker audio sound, I was not consciously aware of the warning--didn't really hear it, I guess. Discounted it, in other words. Of course, it doesn't make sense as I think about it now, ie, uncontrolled field, no NDB, VOR or published approachs, but it happened just that way. My total concentration was upon trying to ensure sep from other craft, not losing the runway and flying the plane. I was alone on a short test flight after maintenance work had been done on the plane. No structural damage was done on the plane, except propeller and scraping of belly skin. No damage to runway. I will never again forget gump upon entering any traffic pattern to land.
Original NASA ASRS Text
Title: GA SMA LANDED GEAR UP.
Narrative: UPON ENTERING THE TFC PATTERN I ENCOUNTERED SOME SCATTER FOG WHISPS AND 2 OTHER PLANES ANNOUNCING THEIR POSITIONS FOR LNDG ALSO. MY CONCENTRATION WAS UPON LOCATING THEM VISUALLY AND ANNOUNCING MY POS ON ALL LEGS WHILE NOT LOSING SIGHT OF THE RWY. AS I TURNED FINAL I XMITTED SEVERAL TIMES TO CRAFT AHEAD OF ME REQUESTING HIS POS TO BE SURE HE WAS CLR OF RWY OR TO DETERMINE IF MAY HAVE DONE A GAR BECAUSE I DID NOT HAVE HIM IN SIGHT. AS I THINK ABOUT PROBABLE CAUSE FOR SUCH AN OBVIOUS OVERSIGHT OF LNDG GEAR UP, I FEEL THE STRESS OF DIMINISHING VISIBILITY (WHILE STILL VFR), OTHER PLANES IN THE PATTERN AND INTENSE CONCENTRATION TO IDENT AND AVOID COMBINED WITH A TIRING AND EXHAUSTING WORK WEEK (IT WAS XAPM ON FRI NIGHT) NUMBED SOMEWHAT MY SENSES IN RESPONDING TO THE GEAR UP WARNING SOUND. AFTER SO MANY REPEATED PRACTICE INSTRUMENT APCHS AND THE MARKER AUDIO SOUND, I WAS NOT CONSCIOUSLY AWARE OF THE WARNING--DIDN'T REALLY HEAR IT, I GUESS. DISCOUNTED IT, IN OTHER WORDS. OF COURSE, IT DOESN'T MAKE SENSE AS I THINK ABOUT IT NOW, IE, UNCONTROLLED FIELD, NO NDB, VOR OR PUBLISHED APCHS, BUT IT HAPPENED JUST THAT WAY. MY TOTAL CONCENTRATION WAS UPON TRYING TO ENSURE SEP FROM OTHER CRAFT, NOT LOSING THE RWY AND FLYING THE PLANE. I WAS ALONE ON A SHORT TEST FLIGHT AFTER MAINT WORK HAD BEEN DONE ON THE PLANE. NO STRUCTURAL DAMAGE WAS DONE ON THE PLANE, EXCEPT PROP AND SCRAPING OF BELLY SKIN. NO DAMAGE TO RWY. I WILL NEVER AGAIN FORGET GUMP UPON ENTERING ANY TFC PATTERN TO LAND.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.