|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : dsm|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air taxi|
|Make Model Name||Cessna 210 Centurion / Turbo Centurion 210C, 210D|
|Operating Under FAR Part||Part 135|
|Flight Phase||landing other|
|Affiliation||company : air taxi|
|Function||flight crew : single pilot|
|Qualification||pilot : cfi|
pilot : commercial
pilot : instrument
|Experience||flight time last 90 days : 250|
flight time total : 3900
flight time type : 2000
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||other anomaly other|
other spatial deviation
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : insufficient time|
|Consequence||faa : investigated|
|Air Traffic Incident||other|
I reported for work at the flying service at approximately XA15 pm. I was to fly to des moines to pick up some cargo, then to kansas city for more cargo and return to st louis lambert field. After arriving at st charles municipal airport I obtained a WX briefing over the duats system which indicated good VFR WX for the entire route. After filing the required flight plans I did a preflight of the aircraft, a cessna 210. The only thing unusual found was the circuit breaker for the landing gear was popped out. I assumed the mechanics had worked on the aircraft and had pulled the breaker then forgot to reset it. I departed 3SQ VFR for des moines. At about 25 mi out I contacted dsm approach control. They instructed me to plan on runway 13L. About 15 mi from the airport, I contacted approach control and informed them I had the airport in sight and requested runway 05. Approach control instructed me to resume own navigation for runway 05. Approximately 5 mi out I was instructed to contact the tower. On initial call up I was told to continue, then about a min later the tower controller informed me he was unable to clear me for runway 05 and to enter a right downwind for runway 13L. He then informed me I would be following a B757 to the airport. Upon entering downwind the tower offered to give me runway 05, 'if I could get down right now' or something to that effect. I stated I was unable due to altitude. I was about 2800 ft MSL and only about 1/2 mi from the threshold of runway 05. The tower controller offered me runway 13R but I declined due to my proximity to that runway and due to altitude. The tower instructed me to follow the B757 to runway 13L, cautioned me about wake turbulence and cleared me to land. I was setting up for a high and steep approach as I turned about 1 1/2 mi final to remain well above any wake turbulence. As I rolled out on final approach I did my gumps check, checking the fuel selector, lowering the gear lever, setting the mixture to rich and the propeller full forward. At this point I was concentrating on maintaining a glide path well above that used by the boeing and I was trying to determine his touchdown point so as to land well past that point. As I flared for touchdown I heard an unusual noise and knew something was wrong. The aircraft seemed too low and I felt the aircraft slide onto the runway. I looked down at the safe gear indicator and saw that it was not lit. As the aircraft slid to a halt I pulled the mixture, turned the fuel selector off and turned off the master switch. I then left the aircraft. I should also note that no gear warning sounded and afterwards I noticed the landing gear circuit breaker had popped, although I don't know if it popped when I lowered the gear lever or upon landing. In regards to human performance considerations the failure to check the safe gear indication after lowering the gear was an error, however the failure of the gear warning horn contributed to the situation. Also affecting the situation was my total concentration on avoiding the wake turbulence. This was the result of an encounter a couple weeks earlier that scared me pretty bad and gave me greatly boosted respect for the power of wake turbulence. Also, marital problems and an impending divorce could be considered in regard to quality of human performance as that has been in the back of my mind a lot lately. It should also be noted that damage to the aircraft was minor. The FAA representative I spoke to indicated they are regarding it as an incident only and no NTSB report was required or requested.
Original NASA ASRS Text
Title: AIR TAXI ACFT HAS CIRCUIT BREAKER POP RESULTING IN GEAR UP LNDG.
Narrative: I RPTED FOR WORK AT THE FLYING SVC AT APPROX XA15 PM. I WAS TO FLY TO DES MOINES TO PICK UP SOME CARGO, THEN TO KANSAS CITY FOR MORE CARGO AND RETURN TO ST LOUIS LAMBERT FIELD. AFTER ARRIVING AT ST CHARLES MUNICIPAL ARPT I OBTAINED A WX BRIEFING OVER THE DUATS SYS WHICH INDICATED GOOD VFR WX FOR THE ENTIRE RTE. AFTER FILING THE REQUIRED FLT PLANS I DID A PREFLT OF THE ACFT, A CESSNA 210. THE ONLY THING UNUSUAL FOUND WAS THE CIRCUIT BREAKER FOR THE LNDG GEAR WAS POPPED OUT. I ASSUMED THE MECHS HAD WORKED ON THE ACFT AND HAD PULLED THE BREAKER THEN FORGOT TO RESET IT. I DEPARTED 3SQ VFR FOR DES MOINES. AT ABOUT 25 MI OUT I CONTACTED DSM APCH CTL. THEY INSTRUCTED ME TO PLAN ON RWY 13L. ABOUT 15 MI FROM THE ARPT, I CONTACTED APCH CTL AND INFORMED THEM I HAD THE ARPT IN SIGHT AND REQUESTED RWY 05. APCH CTL INSTRUCTED ME TO RESUME OWN NAV FOR RWY 05. APPROX 5 MI OUT I WAS INSTRUCTED TO CONTACT THE TWR. ON INITIAL CALL UP I WAS TOLD TO CONTINUE, THEN ABOUT A MIN LATER THE TWR CTLR INFORMED ME HE WAS UNABLE TO CLR ME FOR RWY 05 AND TO ENTER A R DOWNWIND FOR RWY 13L. HE THEN INFORMED ME I WOULD BE FOLLOWING A B757 TO THE ARPT. UPON ENTERING DOWNWIND THE TWR OFFERED TO GIVE ME RWY 05, 'IF I COULD GET DOWN RIGHT NOW' OR SOMETHING TO THAT EFFECT. I STATED I WAS UNABLE DUE TO ALT. I WAS ABOUT 2800 FT MSL AND ONLY ABOUT 1/2 MI FROM THE THRESHOLD OF RWY 05. THE TWR CTLR OFFERED ME RWY 13R BUT I DECLINED DUE TO MY PROX TO THAT RWY AND DUE TO ALT. THE TWR INSTRUCTED ME TO FOLLOW THE B757 TO RWY 13L, CAUTIONED ME ABOUT WAKE TURB AND CLRED ME TO LAND. I WAS SETTING UP FOR A HIGH AND STEEP APCH AS I TURNED ABOUT 1 1/2 MI FINAL TO REMAIN WELL ABOVE ANY WAKE TURB. AS I ROLLED OUT ON FINAL APCH I DID MY GUMPS CHK, CHKING THE FUEL SELECTOR, LOWERING THE GEAR LEVER, SETTING THE MIXTURE TO RICH AND THE PROP FULL FORWARD. AT THIS POINT I WAS CONCENTRATING ON MAINTAINING A GLIDE PATH WELL ABOVE THAT USED BY THE BOEING AND I WAS TRYING TO DETERMINE HIS TOUCHDOWN POINT SO AS TO LAND WELL PAST THAT POINT. AS I FLARED FOR TOUCHDOWN I HEARD AN UNUSUAL NOISE AND KNEW SOMETHING WAS WRONG. THE ACFT SEEMED TOO LOW AND I FELT THE ACFT SLIDE ONTO THE RWY. I LOOKED DOWN AT THE SAFE GEAR INDICATOR AND SAW THAT IT WAS NOT LIT. AS THE ACFT SLID TO A HALT I PULLED THE MIXTURE, TURNED THE FUEL SELECTOR OFF AND TURNED OFF THE MASTER SWITCH. I THEN LEFT THE ACFT. I SHOULD ALSO NOTE THAT NO GEAR WARNING SOUNDED AND AFTERWARDS I NOTICED THE LNDG GEAR CIRCUIT BREAKER HAD POPPED, ALTHOUGH I DON'T KNOW IF IT POPPED WHEN I LOWERED THE GEAR LEVER OR UPON LNDG. IN REGARDS TO HUMAN PERFORMANCE CONSIDERATIONS THE FAILURE TO CHK THE SAFE GEAR INDICATION AFTER LOWERING THE GEAR WAS AN ERROR, HOWEVER THE FAILURE OF THE GEAR WARNING HORN CONTRIBUTED TO THE SIT. ALSO AFFECTING THE SIT WAS MY TOTAL CONCENTRATION ON AVOIDING THE WAKE TURB. THIS WAS THE RESULT OF AN ENCOUNTER A COUPLE WKS EARLIER THAT SCARED ME PRETTY BAD AND GAVE ME GREATLY BOOSTED RESPECT FOR THE PWR OF WAKE TURB. ALSO, MARITAL PROBS AND AN IMPENDING DIVORCE COULD BE CONSIDERED IN REGARD TO QUALITY OF HUMAN PERFORMANCE AS THAT HAS BEEN IN THE BACK OF MY MIND A LOT LATELY. IT SHOULD ALSO BE NOTED THAT DAMAGE TO THE ACFT WAS MINOR. THE FAA REPRESENTATIVE I SPOKE TO INDICATED THEY ARE REGARDING IT AS AN INCIDENT ONLY AND NO NTSB RPT WAS REQUIRED OR REQUESTED.
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.