|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : 8a6|
|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 : private|
|Experience||flight time last 90 days : 20|
flight time total : 8100
|Function||observation : passenger|
|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|
Approximately XXXX local, I approached to wilgrove airport just outside charlotte airspace on 11/xx/89. Entering a left downwind from a crosswind/downwind component. I extended my downwind in order to establish a better visual contact on a large signal tower off of my left wing tip. As I passed the tower on my left I lowered the landing gear as a procedure to slow the aircraft down. This was done at below 140 KTS airspeed. Once in the appropriate airspeed, I set 10 degree of flap position. Once again checking my position to the tower, I turned left base to runway 17 at wilgrove. After reducing airspeed, I verified, fullest tank position, green light on the landing gear and transit position and saw that it was in the down position. I completed the gumps checklist and set up for a short when I made contact with the ground the stall horn sounded field landing. I came across the threshold, flared and made indicating that the landing was perfectly executed. As I was a very normal landing. Approximately 60-80' into my ground rollout the rolling I retracted the flaps. However, it is within the nose wheel collapsed and the mains partially extended. I realm of possibility that I pulled up on the gear lever in place of the flap lever. This was an small aircraft (type a) and secured the aircraft, and evacuated. One passenger on board. There until 1984, the manufacturer did nothing to change the were no injuries to the pilot or passenger. On a short field landing my technique is to dump the flaps as soon as possible in similarity of the flap and gear locations. To the best of my recollection I retracted the flaps, however, I do order to destroy the lift and assure the airplane will no admit that the possibility is there. What is most longer fly. Confusing is that the gear handle was in the down position, when I looked back inside the airplane. I would like to suggest that a yellow striped placard be placed over the landing gear lever to caution pilots, to help assure that this kind of incident can be prevented from happening to others. It is also my understanding that the radio license was out of date and that the compass card was wrong and that the log books were not in the airplane.
Original NASA ASRS Text
Title: LNDG GEAR ON SMA COLLAPSES ON LNDG.
Narrative: APPROX XXXX LOCAL, I APCHED TO WILGROVE ARPT JUST OUTSIDE CHARLOTTE AIRSPACE ON 11/XX/89. ENTERING A LEFT DOWNWIND FROM A XWIND/DOWNWIND COMPONENT. I EXTENDED MY DOWNWIND IN ORDER TO ESTABLISH A BETTER VISUAL CONTACT ON A LARGE SIGNAL TWR OFF OF MY LEFT WING TIP. AS I PASSED THE TWR ON MY LEFT I LOWERED THE LNDG GEAR AS A PROC TO SLOW THE ACFT DOWN. THIS WAS DONE AT BELOW 140 KTS AIRSPEED. ONCE IN THE APPROPRIATE AIRSPEED, I SET 10 DEG OF FLAP POSITION. ONCE AGAIN CHECKING MY POSITION TO THE TWR, I TURNED LEFT BASE TO RWY 17 AT WILGROVE. AFTER REDUCING AIRSPEED, I VERIFIED, FULLEST TANK POSITION, GREEN LIGHT ON THE LNDG GEAR AND TRANSIT POSITION AND SAW THAT IT WAS IN THE DOWN POSITION. I COMPLETED THE GUMPS CHECKLIST AND SET UP FOR A SHORT WHEN I MADE CONTACT WITH THE GND THE STALL HORN SOUNDED FIELD LNDG. I CAME ACROSS THE THRESHOLD, FLARED AND MADE INDICATING THAT THE LNDG WAS PERFECTLY EXECUTED. AS I WAS A VERY NORMAL LNDG. APPROX 60-80' INTO MY GND ROLLOUT THE ROLLING I RETRACTED THE FLAPS. HOWEVER, IT IS WITHIN THE NOSE WHEEL COLLAPSED AND THE MAINS PARTIALLY EXTENDED. I REALM OF POSSIBILITY THAT I PULLED UP ON THE GEAR LEVER IN PLACE OF THE FLAP LEVER. THIS WAS AN SMA (TYPE A) AND SECURED THE ACFT, AND EVACUATED. ONE PAX ON BOARD. THERE UNTIL 1984, THE MANUFACTURER DID NOTHING TO CHANGE THE WERE NO INJURIES TO THE PLT OR PAX. ON A SHORT FIELD LNDG MY TECHNIQUE IS TO DUMP THE FLAPS AS SOON AS POSSIBLE IN SIMILARITY OF THE FLAP AND GEAR LOCATIONS. TO THE BEST OF MY RECOLLECTION I RETRACTED THE FLAPS, HOWEVER, I DO ORDER TO DESTROY THE LIFT AND ASSURE THE AIRPLANE WILL NO ADMIT THAT THE POSSIBILITY IS THERE. WHAT IS MOST LONGER FLY. CONFUSING IS THAT THE GEAR HANDLE WAS IN THE DOWN POSITION, WHEN I LOOKED BACK INSIDE THE AIRPLANE. I WOULD LIKE TO SUGGEST THAT A YELLOW STRIPED PLACARD BE PLACED OVER THE LNDG GEAR LEVER TO CAUTION PLTS, TO HELP ASSURE THAT THIS KIND OF INCIDENT CAN BE PREVENTED FROM HAPPENING TO OTHERS. IT IS ALSO MY UNDERSTANDING THAT THE RADIO LICENSE WAS OUT OF DATE AND THAT THE COMPASS CARD WAS WRONG AND THAT THE LOG BOOKS WERE NOT IN THE AIRPLANE.
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.