|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||general aviation : personal|
|Make Model Name||Bonanza 36|
|Operating Under FAR Part||Part 91|
|Flight Phase||landing other|
|Function||instruction : trainee|
|Qualification||pilot : atp|
pilot : multi engine
pilot : instrument
|Experience||flight time last 90 days : 3|
flight time total : 6294
flight time type : 2
|Function||instruction : instructor|
|Anomaly||aircraft equipment problem : critical|
ground encounters : gear up landing
non adherence : published procedure
other anomaly other
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||flight crew : executed go around|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
This was my 1ST flight in model (A36). I had 1 previous flight in BE33 DVFR and accomplished 6 takeoffs and lndgs 4 weeks prior with same instructor. I was asked about emergency gear extension. I quoted the procedure from the afm. Instructor said the answer was to get out the checklist. I set up for ILS at ZZZ using the garmin GNS430. I was high and fast so I reduced power and extended the landing gear to help reduce speed. The instructor stated that we were 'in the yellow' (airspeed indicator range); so I placed the landing gear switch in the 'up' position. I noticed the yellow gear in transition light on. Once I slowed to below 150 KTS I put down 10 degrees flaps and watched the flap indicator show 10 degrees. I placed the gear switch in the 'down' position. I noted a slowing of the aircraft. I switched on the taxi and landing lights individually and both came on. The landing light is attached to the nose gear strut. I had to look around and move the control column to select these switches as they were not viewable from my position. I had all the exterior lighting (strobes; navigation lights; rotating beacon) and the instrument lights on. On preflight there were problems with the #1 navigation/communication (GNS430) emitting a loud feedback noise in the headsets. Switching to the #2 navigation/communication the feedback noise disappeared. Once the engine was started the noise disappeared from the #1 navigation/communication and #2 navigation/communications. This aircraft had recently been written up with audio problems; and signed off as fixed prior to this flight. I performed a gumps check and switched my vision to outside following of the VASI to the landing. Over the numbers I reduced the throttle to idle and did not get a gear warning horn. I held off the landing; but thought I was getting too low. I heard something scrape and I immediately increased pitch and added power. The scraping stopped and I started my go around. The engine developed full power and all engine instruments were in the green. I noticed a reflection; that I had not seen before; in the propeller; which the instructor said was due to my having both the landing and taxi lights on. Approximately 500 ft before turning crosswind I noticed that the yellow gear in transition light was on. I saw that the landing gear circuit breaker was popped (possible electrical overload); so I reset it; and immediately got 3 green lights. I made a normal close in VFR pattern and landing on runway 17 without further incident. The aircraft handled normally; and all engine indicators were in the green. Human performance factors: unfamiliarity with aircraft; gear cycle process and placement of switches. The control column blocks many of the lights and switches; including the gear handle; flap handle and landing gear transition and green lights. Neither the pilot or the instructor reverified 3 green lights on short final. I had the landing gear light shining; since this light is attached to the nose strut; and I felt the aircraft slowing. I thought the landing gear; or at least the nose gear; was down. The aircraft flew away from the runway and handled normally. I decided to accept the aircraft even after getting a similar feedback in the headsets that had just been fixed. Once I noticed something was wrong on landing (scraping noise); I increased pitch and added power to stop the noise. I climbed and asked for help from the instructor to determine what if anything had happened. Once back on the ground I terminated the flight to check for damage.
Original NASA ASRS Text
Title: PLT ON CHECKOUT IN BE36 STRIKES PROP ON FLARE WHEN GEAR FAILS TO EXTEND FULLY.
Narrative: THIS WAS MY 1ST FLT IN MODEL (A36). I HAD 1 PREVIOUS FLT IN BE33 DVFR AND ACCOMPLISHED 6 TKOFS AND LNDGS 4 WKS PRIOR WITH SAME INSTRUCTOR. I WAS ASKED ABOUT EMER GEAR EXTENSION. I QUOTED THE PROC FROM THE AFM. INSTRUCTOR SAID THE ANSWER WAS TO GET OUT THE CHKLIST. I SET UP FOR ILS AT ZZZ USING THE GARMIN GNS430. I WAS HIGH AND FAST SO I REDUCED PWR AND EXTENDED THE LNDG GEAR TO HELP REDUCE SPD. THE INSTRUCTOR STATED THAT WE WERE 'IN THE YELLOW' (AIRSPD INDICATOR RANGE); SO I PLACED THE LNDG GEAR SWITCH IN THE 'UP' POS. I NOTICED THE YELLOW GEAR IN TRANSITION LIGHT ON. ONCE I SLOWED TO BELOW 150 KTS I PUT DOWN 10 DEGS FLAPS AND WATCHED THE FLAP INDICATOR SHOW 10 DEGS. I PLACED THE GEAR SWITCH IN THE 'DOWN' POS. I NOTED A SLOWING OF THE ACFT. I SWITCHED ON THE TAXI AND LNDG LIGHTS INDIVIDUALLY AND BOTH CAME ON. THE LNDG LIGHT IS ATTACHED TO THE NOSE GEAR STRUT. I HAD TO LOOK AROUND AND MOVE THE CTL COLUMN TO SELECT THESE SWITCHES AS THEY WERE NOT VIEWABLE FROM MY POS. I HAD ALL THE EXTERIOR LIGHTING (STROBES; NAV LIGHTS; ROTATING BEACON) AND THE INST LIGHTS ON. ON PREFLT THERE WERE PROBS WITH THE #1 NAV/COM (GNS430) EMITTING A LOUD FEEDBACK NOISE IN THE HEADSETS. SWITCHING TO THE #2 NAV/COM THE FEEDBACK NOISE DISAPPEARED. ONCE THE ENG WAS STARTED THE NOISE DISAPPEARED FROM THE #1 NAV/COM AND #2 NAV/COMS. THIS ACFT HAD RECENTLY BEEN WRITTEN UP WITH AUDIO PROBS; AND SIGNED OFF AS FIXED PRIOR TO THIS FLT. I PERFORMED A GUMPS CHK AND SWITCHED MY VISION TO OUTSIDE FOLLOWING OF THE VASI TO THE LNDG. OVER THE NUMBERS I REDUCED THE THROTTLE TO IDLE AND DID NOT GET A GEAR WARNING HORN. I HELD OFF THE LNDG; BUT THOUGHT I WAS GETTING TOO LOW. I HEARD SOMETHING SCRAPE AND I IMMEDIATELY INCREASED PITCH AND ADDED PWR. THE SCRAPING STOPPED AND I STARTED MY GAR. THE ENG DEVELOPED FULL PWR AND ALL ENG INSTS WERE IN THE GREEN. I NOTICED A REFLECTION; THAT I HAD NOT SEEN BEFORE; IN THE PROP; WHICH THE INSTRUCTOR SAID WAS DUE TO MY HAVING BOTH THE LNDG AND TAXI LIGHTS ON. APPROX 500 FT BEFORE TURNING XWIND I NOTICED THAT THE YELLOW GEAR IN TRANSITION LIGHT WAS ON. I SAW THAT THE LNDG GEAR CIRCUIT BREAKER WAS POPPED (POSSIBLE ELECTRICAL OVERLOAD); SO I RESET IT; AND IMMEDIATELY GOT 3 GREEN LIGHTS. I MADE A NORMAL CLOSE IN VFR PATTERN AND LNDG ON RWY 17 WITHOUT FURTHER INCIDENT. THE ACFT HANDLED NORMALLY; AND ALL ENG INDICATORS WERE IN THE GREEN. HUMAN PERFORMANCE FACTORS: UNFAMILIARITY WITH ACFT; GEAR CYCLE PROCESS AND PLACEMENT OF SWITCHES. THE CTL COLUMN BLOCKS MANY OF THE LIGHTS AND SWITCHES; INCLUDING THE GEAR HANDLE; FLAP HANDLE AND LNDG GEAR TRANSITION AND GREEN LIGHTS. NEITHER THE PLT OR THE INSTRUCTOR REVERIFIED 3 GREEN LIGHTS ON SHORT FINAL. I HAD THE LNDG GEAR LIGHT SHINING; SINCE THIS LIGHT IS ATTACHED TO THE NOSE STRUT; AND I FELT THE ACFT SLOWING. I THOUGHT THE LNDG GEAR; OR AT LEAST THE NOSE GEAR; WAS DOWN. THE ACFT FLEW AWAY FROM THE RWY AND HANDLED NORMALLY. I DECIDED TO ACCEPT THE ACFT EVEN AFTER GETTING A SIMILAR FEEDBACK IN THE HEADSETS THAT HAD JUST BEEN FIXED. ONCE I NOTICED SOMETHING WAS WRONG ON LNDG (SCRAPING NOISE); I INCREASED PITCH AND ADDED PWR TO STOP THE NOISE. I CLBED AND ASKED FOR HELP FROM THE INSTRUCTOR TO DETERMINE WHAT IF ANYTHING HAD HAPPENED. ONCE BACK ON THE GND I TERMINATED THE FLT TO CHK FOR DAMAGE.
Data retrieved from NASA's ASRS site as of January 2009 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.