Comanche accident averted last evening

wrote in message
ups.com...
Nothing worse than that sinking feeling just before you hear the
tortured sound of metal on the runway. Then discovering you have to use
full power to taxi......
I've made it a habit to do a "short final Checklist"...levers forward,
gear down and locked. It has saved me from that embarassing sinking
feeling a couple times while distracted on short final.

Ol S&B


I remember many years ago we had a Bonanza land. He was going to retract
the flaps on rollout and hit the gear switch instead. Then a bump in the
runway lifted him off the "squat switch" and the gear instantly retracted
putting him on his belly.

We notified the FAA and they send an inspector down from the GADO ( now
FSDO ). He flew over to our airport in one of the FAA's light twins. And
proceeded to land gear up! We gave him a bad time about having to send
another inspector down to investigate HIS gear up landing! He was a mite
embarassed. :-)

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )





Pinckneyville Airport ( PJY )

Highflyer
The story about 'Water Landing" is about the same checklist when I was
doing SES instruction in a LA-4. I laughed at the section on insurance
forms when it says, Have you ever made a gear up landing? and my reply
was "Yes, hundreds of times."
Had a GADO inspector (does that tell you how long back that was?) come
in to inspect a minor crop dusting crash (mine). The stud duck came
into our strip with a Bonanza. Landed OK. It was a 1200' grass strip.
When he left, he taxied to the end of a one way strip and began the
take off. I ran out and waved my arms in a vigorous fashion and he
aborted the takeoff. I pointed at the powerlines and he smiled in a
bashful fashion and took off the opposite direction. The inspector who
came in next was in a Citabria and landed over the powerlines, then
proceeded to flip the airplane upside down! We never got much heat from
the GADO after that..... was in 1968, SHV GADO so they are long gone.
Ol S&B
Highflyer wrote:
wrote in message
ups.com...
Nothing worse than that sinking feeling just before you hear the
tortured sound of metal on the runway. Then discovering you have to
use
full power to taxi......
I've made it a habit to do a "short final Checklist"...levers
forward,
gear down and locked. It has saved me from that embarassing sinking
feeling a couple times while distracted on short final.

Ol S&B


I remember many years ago we had a Bonanza land. He was going to
retract
the flaps on rollout and hit the gear switch instead. Then a bump in
the
runway lifted him off the "squat switch" and the gear instantly
retracted
putting him on his belly.

We notified the FAA and they send an inspector down from the GADO (
now
FSDO ). He flew over to our airport in one of the FAA's light twins.
And
proceeded to land gear up! We gave him a bad time about having to
send
another inspector down to investigate HIS gear up landing! He was a
mite
embarassed. :-)

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )





Pinckneyville Airport ( PJY )

wrote in message
oups.com...
Highflyer
The story about 'Water Landing" is about the same checklist when I was
doing SES instruction in a LA-4. I laughed at the section on insurance
forms when it says, Have you ever made a gear up landing? and my reply
was "Yes, hundreds of times."
Had a GADO inspector (does that tell you how long back that was?) come
in to inspect a minor crop dusting crash (mine). The stud duck came
into our strip with a Bonanza. Landed OK. It was a 1200' grass strip.
When he left, he taxied to the end of a one way strip and began the
take off. I ran out and waved my arms in a vigorous fashion and he
aborted the takeoff. I pointed at the powerlines and he smiled in a
bashful fashion and took off the opposite direction. The inspector who
came in next was in a Citabria and landed over the powerlines, then
proceeded to flip the airplane upside down! We never got much heat from
the GADO after that..... was in 1968, SHV GADO so they are long gone.
Ol S&B

I bought that Seabee from a guy who kept it on Lake Bistaneau. I traded him
a Stits Playmate for it.

I taught myself how to fly instruments with no gyros one morning coming out
of Marshall, Texas when I flew into a fog bank that was kind of hidden in
the trees at the end of the runway. It gets your attention when you have NO
instruments and you get whited out at 50 feet AGL. It makes a good hangar
flying story! You CAN keep the wings level with nothing but a magnetic
compass in you know your airplane and are heading south! :-)

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )

On Thu, 7 Apr 2005 23:02:18 -0500, "Highflyer" wrote:


wrote in message
oups.com...
Nothing worse than that sinking feeling just before you hear the
tortured sound of metal on the runway. Then discovering you have to use
full power to taxi......
I've made it a habit to do a "short final Checklist"...levers forward,
gear down and locked. It has saved me from that embarassing sinking
feeling a couple times while distracted on short final.

Checklists are good. Ok, almost a necessity, but there is one thing
they can't do and that is keep you from forgetting to put the gear
down every time. There is such a thing as conditioning. We see what
we expect and react accordingly. When I was getting checked out in
the Deb, the insurance company required 25 hours dual(or I think it
was...been a while). I had been doing air work, lots of take offs
and landings, instrument work, (lots of hood work), emergency
procedures (51 turns to get the gear down) and to crank the gear down
you have to lean back between the seats. You can see the instruments,
but absolutely nothing outside and it takes nearly 3 minutes to crank
that sucker down.

I had been expecting the instructor to pull the breaker, but hours had
gone by with nary a touch. We were coming back in from a good
instrument work out. I entered the pattern and turned down wind. A
touch of flaps to help slow us, then hit the gear switch near the end
of the runway outbound. (GU[green light and nose gear pointer
down]MP) Coming up on base I was having a devil of a time slowing to
90, but with a bit of flaps and work I had 90 on base with 80 on
final. I did a GUMP on base and final as well. I even did a 100 foot
gear check.

As we came over the numbers and I started easing the nose up I was
greeted by a loud, obnoxious (cheap sounding) alarm. My hand
automatically went to the throttle so I could regroup my thoughts at a
more leisurely pace.

I not only had missed the tell tale deceleration which feels like you
put on the brakes when the gear comes down, I had pointed to the green
light for the mains, *identified* it as lit, pointed to the nose gear
indicator and identified it as down *FOUR* times if you count the 100
foot gear check. BTW you are still 30 to 40 feet up when you start
the round out in the Deb.

Even though the green light was not lit I identified it as being so.
Even though the nose gear pointer was up, I looked at it and
identified it as down. I saw what I had been conditioned to expect.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Ol S&B


I remember many years ago we had a Bonanza land. He was going to retract
the flaps on rollout and hit the gear switch instead. Then a bump in the
runway lifted him off the "squat switch" and the gear instantly retracted
putting him on his belly.

Contrary to popular belief this is almost as common in other retracts
as well.

We notified the FAA and they send an inspector down from the GADO ( now
FSDO ). He flew over to our airport in one of the FAA's light twins. And
proceeded to land gear up! We gave him a bad time about having to send
another inspector down to investigate HIS gear up landing! He was a mite
embarassed. :-)

Highflyer
Highflight Aviation Services
Pinckneyville Airport ( PJY )





Pinckneyville Airport ( PJY )