|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : cmh|
|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|
|Route In Use||enroute : on vectors|
|Function||flight crew : single pilot|
|Qualification||pilot : private|
pilot : instrument
|Experience||flight time last 90 days : 33|
flight time total : 3800
flight time type : 1945
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : radar|
|Anomaly||other anomaly other|
|Independent Detector||aircraft equipment other aircraft equipment : unspecified|
other flight crewa
|Resolutory Action||none taken : unable|
none taken : detected after the fact
none taken : insufficient time
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Fr to port columbus. Contacted approach 30 DME southeast, 2500 MSL with ATIS. Radar vectors from that point to airport right base runway 5. Another aircraft, small aircraft Y, pilot speaking broken english was concerned about reported windshear and his ability to land short of runway intersection for 050. I requested to land behind him (10R) and it was approved. I must have interrupted my checklist during this exchange began my new heading to 10R and then was directed shortly back to 050. There was a crosswind requiring crab, then wing low and some power to hold heading (normally I go through my checklist at least twice, on this occasion, I seem to have been attending to landing circumstances, the other pilot's concerns, etc.). I find the small aircraft X lands best when slowed to stall (horn going) right at touch down. On this landing, as I cut the power to land, the stall and landing gear warning probably sounded at the same time. The sink was too fast to catch. I was shocked and mortified as I slid to a stop. At the time, I still thought that it could be a mechanical problem. The above account--days later--is probably what happened. Relatively speaking, damage was minimal, it was a 'perfect' wheels up landing! No far's violated to my knowledge. It will be prevented by prescribed regimen being followed faithfully--gump--at least twice and at fixed points on approach.
Original NASA ASRS Text
Title: GA SMA GEAR UP LNDG AT CMH.
Narrative: FR TO PORT COLUMBUS. CONTACTED APCH 30 DME SE, 2500 MSL WITH ATIS. RADAR VECTORS FROM THAT POINT TO ARPT RIGHT BASE RWY 5. ANOTHER ACFT, SMA Y, PLT SPEAKING BROKEN ENGLISH WAS CONCERNED ABOUT RPTED WINDSHEAR AND HIS ABILITY TO LAND SHORT OF RWY INTXN FOR 050. I REQUESTED TO LAND BEHIND HIM (10R) AND IT WAS APPROVED. I MUST HAVE INTERRUPTED MY CHKLIST DURING THIS EXCHANGE BEGAN MY NEW HDG TO 10R AND THEN WAS DIRECTED SHORTLY BACK TO 050. THERE WAS A XWIND REQUIRING CRAB, THEN WING LOW AND SOME PWR TO HOLD HDG (NORMALLY I GO THROUGH MY CHKLIST AT LEAST TWICE, ON THIS OCCASION, I SEEM TO HAVE BEEN ATTENDING TO LNDG CIRCUMSTANCES, THE OTHER PLT'S CONCERNS, ETC.). I FIND THE SMA X LANDS BEST WHEN SLOWED TO STALL (HORN GOING) RIGHT AT TOUCH DOWN. ON THIS LNDG, AS I CUT THE PWR TO LAND, THE STALL AND LNDG GEAR WARNING PROBABLY SOUNDED AT THE SAME TIME. THE SINK WAS TOO FAST TO CATCH. I WAS SHOCKED AND MORTIFIED AS I SLID TO A STOP. AT THE TIME, I STILL THOUGHT THAT IT COULD BE A MECHANICAL PROB. THE ABOVE ACCOUNT--DAYS LATER--IS PROBABLY WHAT HAPPENED. RELATIVELY SPEAKING, DAMAGE WAS MINIMAL, IT WAS A 'PERFECT' WHEELS UP LNDG! NO FAR'S VIOLATED TO MY KNOWLEDGE. IT WILL BE PREVENTED BY PRESCRIBED REGIMEN BEING FOLLOWED FAITHFULLY--GUMP--AT LEAST TWICE AND AT FIXED POINTS ON APCH.
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.