|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : fit.airport|
|Altitude||agl single value : 0|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : approach|
landing : roll
|Route In Use||approach : visual|
|Function||instruction : instructor|
|Qualification||pilot : multi engine|
pilot : instrument
pilot : commercial
pilot : cfi
|Experience||flight time last 90 days : 8|
flight time total : 3569
flight time type : 247
|Function||instruction : trainee|
|Qualification||pilot : private|
|Anomaly||ground encounters : gear up landing|
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
We were on a check ride. At about 2.5 hours into the flight I reduced power to idle to simulate an engine failure at 3000 ft MSL. With power reduced the gear up warning horn sounded, and continued to sound while the PF went through emergency procedures and now started to set up for the approach at fit. I purposely picked that location so that the pilot could take the airplane all the way to the ground without power. It should be noted here that the gear horn had been sounding on several occasions for long periods of time during other maneuvers called for on this check ride. The pilot did all the items called for on the emergency landing checklist, but announced that he would hold the gear and flaps until the landing was assured. The gear up landing horn continued to blare on our descent from 3000 ft. Since this pilot had already made several bad lndgs (bad enough to require assistance from me), my focus went to airspeed and looking outside the aircraft as we turned final. I did not notice that the pilot did not lower the gear, although he had lowered flaps. Result, landing gear up landing. Contributing factors, I think, was the poor landing performance of the pilot forcing me to give more attention to what was happening outside the aircraft, than I normally would, and the fact that I had become so accustomed to hearing the gear up warning horn on this flight for long periods, that I mentally tuned it out.
Original NASA ASRS Text
Title: GEAR UP LNDG DURING CHK FLT.
Narrative: WE WERE ON A CHK RIDE. AT ABOUT 2.5 HRS INTO THE FLT I REDUCED PWR TO IDLE TO SIMULATE AN ENG FAILURE AT 3000 FT MSL. WITH PWR REDUCED THE GEAR UP WARNING HORN SOUNDED, AND CONTINUED TO SOUND WHILE THE PF WENT THROUGH EMER PROCS AND NOW STARTED TO SET UP FOR THE APCH AT FIT. I PURPOSELY PICKED THAT LOCATION SO THAT THE PLT COULD TAKE THE AIRPLANE ALL THE WAY TO THE GND WITHOUT PWR. IT SHOULD BE NOTED HERE THAT THE GEAR HORN HAD BEEN SOUNDING ON SEVERAL OCCASIONS FOR LONG PERIODS OF TIME DURING OTHER MANEUVERS CALLED FOR ON THIS CHK RIDE. THE PLT DID ALL THE ITEMS CALLED FOR ON THE EMER LNDG CHKLIST, BUT ANNOUNCED THAT HE WOULD HOLD THE GEAR AND FLAPS UNTIL THE LNDG WAS ASSURED. THE GEAR UP LNDG HORN CONTINUED TO BLARE ON OUR DSCNT FROM 3000 FT. SINCE THIS PLT HAD ALREADY MADE SEVERAL BAD LNDGS (BAD ENOUGH TO REQUIRE ASSISTANCE FROM ME), MY FOCUS WENT TO AIRSPD AND LOOKING OUTSIDE THE ACFT AS WE TURNED FINAL. I DID NOT NOTICE THAT THE PLT DID NOT LOWER THE GEAR, ALTHOUGH HE HAD LOWERED FLAPS. RESULT, LNDG GEAR UP LNDG. CONTRIBUTING FACTORS, I THINK, WAS THE POOR LNDG PERFORMANCE OF THE PLT FORCING ME TO GIVE MORE ATTN TO WHAT WAS HAPPENING OUTSIDE THE ACFT, THAN I NORMALLY WOULD, AND THE FACT THAT I HAD BECOME SO ACCUSTOMED TO HEARING THE GEAR UP WARNING HORN ON THIS FLT FOR LONG PERIODS, THAT I MENTALLY TUNED IT OUT.
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.