|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : pwt|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air taxi|
|Make Model Name||Small Aircraft, Low Wing, 2 Eng, Retractable Gear|
|Flight Phase||descent : approach|
|Function||instruction : trainee|
|Qualification||pilot : cfi|
pilot : instrument
pilot : commercial
|Experience||flight time last 90 days : 32|
flight time total : 498
flight time type : 7
|Function||instruction : instructor|
|Qualification||pilot : instrument|
pilot : commercial
pilot : cfi
|Experience||flight time last 90 days : 54|
flight time total : 943
flight time type : 28
|Anomaly||other anomaly other|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
I did 2 touch and goes at bremerton. After the second touch and go, the instructor throttled back the right engine. I was able to maintain about 1100' MSL (about 500' AGL) at the vyse of 85 KIAS. I proceeded to enter a wide (left) downwind. Abeam the numbers I reduced power on the left engine and dropped 10 degree of flaps. I maintained this confign until turning final where I noticed I was high on glide path. I reached to drop another 10 degree (to 20 degree) of flaps. Due to the flap switch style, I inadvertently retracted the flaps. I noticed this and proceeded to reapply flaps to about 20 degree (that was the setting I wanted). The rest of the approach was uneventful, just power adjustment on the left engine to maintain glide path. About YY05 the airplane arrived on the runway gear up. One cause of the incident was my, and probably my instructor's, fixation on the airspeed indicator and attitude indicator. My mind set at the time as to maintain vyse at all costs. Another cause to the incident was failure of the gear up warning system. The owner's manual states that 'if either or both throttles are retarded below an engine setting sufficient to sustain flight and the landing gear is retracted, the landing gear warning horn will sound intermittently'. The landing gear warning horn did not sound at any time after the right throttle was retarded.
Original NASA ASRS Text
Title: INSTRUCTOR INSTRUCTING INSTRUCTOR IN LIGHT TWIN ENGINE ACFT, RESULTS IN GEAR UP LNDG.
Narrative: I DID 2 TOUCH AND GOES AT BREMERTON. AFTER THE SECOND TOUCH AND GO, THE INSTRUCTOR THROTTLED BACK THE RIGHT ENGINE. I WAS ABLE TO MAINTAIN ABOUT 1100' MSL (ABOUT 500' AGL) AT THE VYSE OF 85 KIAS. I PROCEEDED TO ENTER A WIDE (LEFT) DOWNWIND. ABEAM THE NUMBERS I REDUCED POWER ON THE LEFT ENGINE AND DROPPED 10 DEG OF FLAPS. I MAINTAINED THIS CONFIGN UNTIL TURNING FINAL WHERE I NOTICED I WAS HIGH ON GLIDE PATH. I REACHED TO DROP ANOTHER 10 DEG (TO 20 DEG) OF FLAPS. DUE TO THE FLAP SWITCH STYLE, I INADVERTENTLY RETRACTED THE FLAPS. I NOTICED THIS AND PROCEEDED TO REAPPLY FLAPS TO ABOUT 20 DEG (THAT WAS THE SETTING I WANTED). THE REST OF THE APCH WAS UNEVENTFUL, JUST POWER ADJUSTMENT ON THE LEFT ENGINE TO MAINTAIN GLIDE PATH. ABOUT YY05 THE AIRPLANE ARRIVED ON THE RWY GEAR UP. ONE CAUSE OF THE INCIDENT WAS MY, AND PROBABLY MY INSTRUCTOR'S, FIXATION ON THE AIRSPEED INDICATOR AND ATTITUDE INDICATOR. MY MIND SET AT THE TIME AS TO MAINTAIN VYSE AT ALL COSTS. ANOTHER CAUSE TO THE INCIDENT WAS FAILURE OF THE GEAR UP WARNING SYSTEM. THE OWNER'S MANUAL STATES THAT 'IF EITHER OR BOTH THROTTLES ARE RETARDED BELOW AN ENGINE SETTING SUFFICIENT TO SUSTAIN FLT AND THE LNDG GEAR IS RETRACTED, THE LNDG GEAR WARNING HORN WILL SOUND INTERMITTENTLY'. THE LNDG GEAR WARNING HORN DID NOT SOUND AT ANY TIME AFTER THE RIGHT THROTTLE WAS RETARDED.
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.