|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : 2i4|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : instructional|
|Make Model Name||Small Aircraft, Low Wing, 1 Eng, Retractable Gear|
|Function||instruction : trainee|
|Qualification||pilot : instrument|
pilot : private
|Experience||flight time last 90 days : 100|
flight time total : 835
|Function||instruction : instructor|
|Qualification||pilot : cfi|
|Anomaly||other anomaly other|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Consequence||faa : investigated|
|Air Traffic Incident||other|
The instrument pulled power back to idle on downwind (simulated engine out). Student turned base and put the gear handle in the down position and called out 3 green. When he had the runway made (base to final) he put down full flaps. He flared out over the runway and settled in gear up . The gear never came down and we never got a gear unsafe light or horn because of a blown circuit breaker (5 amp). After the plane was picked up the gear wouldn't come down or gear unsafe warning device activated. The 4 amp circuit breaker was then found blown. When reset the warning device activated and the gear came down and locked. I would suggest to keep this from happening again that the gear unsafe light and horn should never be put on the same circuit breaker as is the case of most aircraft or at least placarded to advise the crew. Another contributing factor was that the instrument pilot in the right seat must lean way over and up hand over light to really be certain of 3 green on a bright day.
Original NASA ASRS Text
Title: PRACTICE ENGINE FAIL APCH AND LNDG. GEAR FAILED TO EXTEND. PRACTICE ENGINE FAIL APCH AND LNDG. GEAR FAILED TO EXTEND. LANDED GEAR UP. LANDED GEAR UP.
Narrative: THE INSTR PULLED PWR BACK TO IDLE ON DOWNWIND (SIMULATED ENG OUT). STUDENT TURNED BASE AND PUT THE GEAR HANDLE IN THE DOWN POS AND CALLED OUT 3 GREEN. WHEN HE HAD THE RWY MADE (BASE TO FINAL) HE PUT DOWN FULL FLAPS. HE FLARED OUT OVER THE RWY AND SETTLED IN GEAR UP . THE GEAR NEVER CAME DOWN AND WE NEVER GOT A GEAR UNSAFE LIGHT OR HORN BECAUSE OF A BLOWN CB (5 AMP). AFTER THE PLANE WAS PICKED UP THE GEAR WOULDN'T COME DOWN OR GEAR UNSAFE WARNING DEVICE ACTIVATED. THE 4 AMP CB WAS THEN FOUND BLOWN. WHEN RESET THE WARNING DEVICE ACTIVATED AND THE GEAR CAME DOWN AND LOCKED. I WOULD SUGGEST TO KEEP THIS FROM HAPPENING AGAIN THAT THE GEAR UNSAFE LIGHT AND HORN SHOULD NEVER BE PUT ON THE SAME CB AS IS THE CASE OF MOST ACFT OR AT LEAST PLACARDED TO ADVISE THE CREW. ANOTHER CONTRIBUTING FACTOR WAS THAT THE INSTR PLT IN THE RIGHT SEAT MUST LEAN WAY OVER AND UP HAND OVER LIGHT TO REALLY BE CERTAIN OF 3 GREEN ON A BRIGHT DAY.
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.