|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : o61|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tracon : ont|
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Retractable Gear|
|Flight Phase||landing other|
|Function||flight crew : single pilot|
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 220|
flight time total : 9500
flight time type : 12
|Anomaly||aircraft equipment problem : less severe|
non adherence : far
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|
On 6/sat/91 I picked up a friend's small aircraft from a nearby avionics shop. They had been working on some items, one of which was the landing gear aural warning. The aircraft was to be used the following sunday, but the gear could not be checked out until the following monday. I agreed to pick the aircraft up and return it to home base. I was aware that the aural warning was inoperative, but the other indicators were in proper order. I was not aware nor did anyone else make me aware that this was not a proper action in a light aircraft (no MEL). I made 2 touch and go lndgs at lincoln airport for practice and returned to cameron park, ca. The next morning I agreed to take my 8 yr old daughter on an aircraft ride. She was very excited and talkative. We made 1 circuit around the pattern to a touch and go. I was using a headset with intercom. She picked up the extra and started using it. There was a fair amount of congestion on frequency, along with 2 other aircraft in the pattern. Her constant talking, with the first word being clipped off on the interphone was very distracting. On downwind before turning base, I went flaps 10 degrees. Normally I also put the gear down here, but instead asked her to please keep quiet until after we took off again. On base I added 20 degree flaps and on final 30 degree flaps. At this time she started talking again and asked if she could see the runway by loosening her seatbelt. I realized things were a little confused and did what I thought was an extra gump check. I pointed to gas, reached for the gear handle as I was talking to her, not paying attention to what it said, and checked mixtures ad propellers ok. This occurred at 200'. I continued approach to a soft, grinding T/D with the gear up. Damage was limited to propellers and belly from aft of engine cowl to main gear doors. I learned and should have known already: distrs do occur. That's why we need gear horns. For 23 yrs I didn't need one when it was out, I got distracted and it didn't save me. Also, in the future I will not take along a small child unless there is another adult along to supervise. Children will be distracting by nature. I must positively check checklists items and not just go through the routine. But I already know these things and I let it happen. I guess even more vigilance is require. Poor judgement and bad practices = disaster.
Original NASA ASRS Text
Title: GA SMA GEAR UP LNDG.
Narrative: ON 6/SAT/91 I PICKED UP A FRIEND'S SMA FROM A NEARBY AVIONICS SHOP. THEY HAD BEEN WORKING ON SOME ITEMS, ONE OF WHICH WAS THE LNDG GEAR AURAL WARNING. THE ACFT WAS TO BE USED THE FOLLOWING SUNDAY, BUT THE GEAR COULD NOT BE CHKED OUT UNTIL THE FOLLOWING MONDAY. I AGREED TO PICK THE ACFT UP AND RETURN IT TO HOME BASE. I WAS AWARE THAT THE AURAL WARNING WAS INOP, BUT THE OTHER INDICATORS WERE IN PROPER ORDER. I WAS NOT AWARE NOR DID ANYONE ELSE MAKE ME AWARE THAT THIS WAS NOT A PROPER ACTION IN A LIGHT ACFT (NO MEL). I MADE 2 TOUCH AND GO LNDGS AT LINCOLN ARPT FOR PRACTICE AND RETURNED TO CAMERON PARK, CA. THE NEXT MORNING I AGREED TO TAKE MY 8 YR OLD DAUGHTER ON AN ACFT RIDE. SHE WAS VERY EXCITED AND TALKATIVE. WE MADE 1 CIRCUIT AROUND THE PATTERN TO A TOUCH AND GO. I WAS USING A HEADSET WITH INTERCOM. SHE PICKED UP THE EXTRA AND STARTED USING IT. THERE WAS A FAIR AMOUNT OF CONGESTION ON FREQ, ALONG WITH 2 OTHER ACFT IN THE PATTERN. HER CONSTANT TALKING, WITH THE FIRST WORD BEING CLIPPED OFF ON THE INTERPHONE WAS VERY DISTRACTING. ON DOWNWIND BEFORE TURNING BASE, I WENT FLAPS 10 DEGS. NORMALLY I ALSO PUT THE GEAR DOWN HERE, BUT INSTEAD ASKED HER TO PLEASE KEEP QUIET UNTIL AFTER WE TOOK OFF AGAIN. ON BASE I ADDED 20 DEG FLAPS AND ON FINAL 30 DEG FLAPS. AT THIS TIME SHE STARTED TALKING AGAIN AND ASKED IF SHE COULD SEE THE RWY BY LOOSENING HER SEATBELT. I REALIZED THINGS WERE A LITTLE CONFUSED AND DID WHAT I THOUGHT WAS AN EXTRA GUMP CHK. I POINTED TO GAS, REACHED FOR THE GEAR HANDLE AS I WAS TALKING TO HER, NOT PAYING ATTN TO WHAT IT SAID, AND CHKED MIXTURES AD PROPS OK. THIS OCCURRED AT 200'. I CONTINUED APCH TO A SOFT, GRINDING T/D WITH THE GEAR UP. DAMAGE WAS LIMITED TO PROPS AND BELLY FROM AFT OF ENG COWL TO MAIN GEAR DOORS. I LEARNED AND SHOULD HAVE KNOWN ALREADY: DISTRS DO OCCUR. THAT'S WHY WE NEED GEAR HORNS. FOR 23 YRS I DIDN'T NEED ONE WHEN IT WAS OUT, I GOT DISTRACTED AND IT DIDN'T SAVE ME. ALSO, IN THE FUTURE I WILL NOT TAKE ALONG A SMALL CHILD UNLESS THERE IS ANOTHER ADULT ALONG TO SUPERVISE. CHILDREN WILL BE DISTRACTING BY NATURE. I MUST POSITIVELY CHK CHKLISTS ITEMS AND NOT JUST GO THROUGH THE ROUTINE. BUT I ALREADY KNOW THESE THINGS AND I LET IT HAPPEN. I GUESS EVEN MORE VIGILANCE IS REQUIRE. POOR JUDGEMENT AND BAD PRACTICES = DISASTER.
Data retrieved from NASA's ASRS site as of July 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.