|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : poc|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tower : poc|
|Operator||general aviation : instructional|
|Make Model Name||Small Transport, Low Wing, 2 Recip Eng|
|Flight Phase||landing other|
|Route In Use||approach : circling|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 18|
flight time total : 1031
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
none taken : unable
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
After leaving FBO I taxied to the wash rack. En route I noted a large discrepancy on the fuel flow gauges, between left and right engine, so I returned to FBO and was told that the problem had to be other than the instrument. I taxied back to the wash rack and then walked to FBO. The mechanic said they were unable to check it out but as a favor he would take a look at it after closing time at the wash rack. He did so and after adjustments to the engine which appeared to be favorable, we taxied to the run up area and did so. On run up the problem seemed to be better. I took off and began to climb to pattern altitude. The problem seemed to worsen so I stayed in the pattern. I held blue line (no flaps) all through the pattern and approach. Somehow I guess I became preoccupied with the problem and missed putting my gear down. When on final and near to the ground I began to flare and reduced power. At that time I heard the gear warning but mistook it for a stall warning. I increased power and lowered the nose a bit. The warning stopped. I thought I had solved the problem and commenced to land. By the time the actual occurred to me it was too late to try a go around or to put down the gear. I controled the aircraft as best I could with rudder. It slid to a stop centerline of runway.
Original NASA ASRS Text
Title: GA SMA ON MAINTENANCE TEST HOP LANDED GEAR UP.
Narrative: AFTER LEAVING FBO I TAXIED TO THE WASH RACK. ENRTE I NOTED A LARGE DISCREPANCY ON THE FUEL FLOW GAUGES, BTWN LEFT AND RIGHT ENG, SO I RETURNED TO FBO AND WAS TOLD THAT THE PROB HAD TO BE OTHER THAN THE INSTRUMENT. I TAXIED BACK TO THE WASH RACK AND THEN WALKED TO FBO. THE MECH SAID THEY WERE UNABLE TO CHK IT OUT BUT AS A FAVOR HE WOULD TAKE A LOOK AT IT AFTER CLOSING TIME AT THE WASH RACK. HE DID SO AND AFTER ADJUSTMENTS TO THE ENG WHICH APPEARED TO BE FAVORABLE, WE TAXIED TO THE RUN UP AREA AND DID SO. ON RUN UP THE PROB SEEMED TO BE BETTER. I TOOK OFF AND BEGAN TO CLB TO PATTERN ALT. THE PROB SEEMED TO WORSEN SO I STAYED IN THE PATTERN. I HELD BLUE LINE (NO FLAPS) ALL THROUGH THE PATTERN AND APCH. SOMEHOW I GUESS I BECAME PREOCCUPIED WITH THE PROB AND MISSED PUTTING MY GEAR DOWN. WHEN ON FINAL AND NEAR TO THE GND I BEGAN TO FLARE AND REDUCED PWR. AT THAT TIME I HEARD THE GEAR WARNING BUT MISTOOK IT FOR A STALL WARNING. I INCREASED PWR AND LOWERED THE NOSE A BIT. THE WARNING STOPPED. I THOUGHT I HAD SOLVED THE PROB AND COMMENCED TO LAND. BY THE TIME THE ACTUAL OCCURRED TO ME IT WAS TOO LATE TO TRY A GO AROUND OR TO PUT DOWN THE GEAR. I CTLED THE ACFT AS BEST I COULD WITH RUDDER. IT SLID TO A STOP CENTERLINE OF RWY.
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.