Who’s the idiot?

[201Steve]

Picked up my 77J from Avionics today. Had a GFC500 installed. I did a pretty thorough preflight, but not thorough enough. 
 

I took off for a test flight, rotated, gear up..... LOUD NOISES, spinning manual gear crank. I immediately flipped it back down not knowing what I had just done. Upon further inspection, the latch was left in manual extension position. No doubt was flipped to put plastic back in and left on. 
 

Two part question:

who’s the idiot, me or them?

What should I do to ensure the winding is not binded, etc? I think it might be ok but maybe not. Awaiting call from Joe Cole. 

[Hank]

Happened to me during transition training. Did manual extension, pushed the breaker in, moved the lever--the spinning handle caught my headset cord, snatched my face forward and pulled the headset off. I haven't forgotten since . . . .

No damage done, but also no grinding noise. Getting it checked is a good idea.

[201Steve]

@Hank wouldn’t call it grinding noise, just the sound of a whirling handle at Mach 2. 
 

so what was your remedy? I feel like the tension is probably off kilter in the spool.  Put on Jack’s and run it out?

[201Mooniac]

I had to read this posting since I almost always have to raise my hand to that question.  In this case, I would put the plane on jacks and cycle the gear just to be sure no damage was done.

[David Lloyd]

The best thing about owning an airplane, you know who flew it last, what worked, what didn't.   And then someone works on it and leaves little surprises for you to find.  Radios turned up or down or off. Switches moved, screws loose or missing. A fuel line loose, a mag not tightened down.  Last year I flew for several months before decoding the Comm 2 radio antenna coax was not connected.  It picked up the AWOS pretty good within 5 miles of the airport.  Even when you check everything they touch, you still miss those little surprises...till later.

[N201MKTurbo]

As long as the handle keeps going around, you are probably OK, If something stopped it, you have problems. I actually put a piece of lock wire with loops twisted around the ends. It makes a big twist tie and tie it around the lever and the crank shaft. I can easily remove it while flying if I need to. 

[201Steve]

7 minutes ago, David Lloyd said:

The best thing about owning an airplane, you know who flew it last, what worked, what didn't.   And then someone works on it and leaves little surprises for you to find.  Radios turned up or down or off. Switches moved, screws loose or missing. A fuel line loose, a mag not tightened down.  Last year I flew for several months before decoding the Comm 2 radio antenna coax was not connected.  It picked up the AWOS pretty good within 5 miles of the airport.  Even when you check everything they touch, you still miss those little surprises...till later.

I haven’t been 100% happy any time someone’s ever touched it. In a perfect world, I would love to spend a year as an apprentice and do everything my way after learning the ropes, but there’s just not the time for it now. 

[carusoam]

Great thread about updating checklists...

1) Emergency gear: Disengaged.

 

The Long bodies have this same challenge... the mechanical switch for the emergency gear never gets operated...

But... once in a blue moon something activates it...  the cost can be a torn up cog and no way to extend the landing gear...

So... it is that important to make sure on every flight... touch the device, claim its position... laugh out loud... say check!

 

As PIC... you are the big dog in charge... no matter how good the mechanic is that left it in the wrong position...

They should know better.  You should know better.  But, your safety is on the line...

Landing gear is very powerful...

Update the checklist and execute it... 

Next steps... get back on the horse... hello, mr. mechanic? I got a favor to ask... I’d like to get my plane back up on the jacks... to review the operation and stowage of the e gear... got time for me?

It helps to have really good interpersonal skills... better than my writing skills... 

PP thoughts only, not a CFI... or mechanic...

Best regards,

-a-

[Ragsf15e]

1 hour ago, 201Steve said:

@Hank wouldn’t call it grinding noise, just the sound of a whirling handle at Mach 2. 
 

so what was your remedy? I feel like the tension is probably off kilter in the spool.  Put on Jack’s and run it out?

On jacks and full gear swing of electric and manual is probably best, although that happened on my Mooney checkout with an “experienced Mooney cfi” and it was fine (and we didn’t check it for a year until the next annual).

[Ragsf15e]

Just now, Ragsf15e said:

On jacks and full gear swing of electric and manual is probably best, although that happened on my Mooney checkout with an “experienced Mooney cfi” and it was fine (and we didn’t check it for a year until the next annual).

Also, I might be kinda miffed at them setting you up, but I think it’s on you.  I had an issue with my nose gear door not bolted after annual... my IA heard about it but really I didn’t check it by tugging on it.

[Hank]

11 minutes ago, Ragsf15e said:

On jacks and full gear swing of electric and manual is probably best, although that happened on my Mooney checkout with an “experienced Mooney cfi” and it was fine (and we didn’t check it for a year until the next annual).

Yeah, that was me, too. The CFI thought it was funny (it had happened to him, too).

[Sean S]

I had this happen to me as well, my mechanic, me, bumped the manual engage lever for emergency extension. I added the lever to my check list in multiple places. First is after startup before taxi, second is lining up for take off, third, on descent prior to landing. I found that I had bumped the lever with my left knee in flight as well.

As for who is the idiot, the pilot. As pilots we have final authority on the airworthiness. We miss something, check list or not, we own it, if we survive, we learn from it.

[Rusty Pilot]

It's happened to me before as well.  I had someone on the ground verify me gear was down and cross checked it with indicator lights and football on the floor.  I now pay extra attention to it during my preflight.  I put mine on jacks and cycled the gear afterwards with my A&P.  No damage done and I got a valuable lesson.  While on jacks lowered my gear manually to get the feel of it in advance of an emergency.  As others have said it all falls to the pilot for responsibility to verify before flight.

[Hank]

9 minutes ago, Rusty Pilot said:

While on jacks lowered my gear manually to get the feel of it in advance of an emergency.  As others have said it all falls to the pilot for responsibility to verify before flight.

You should do this once in the air, too--it's not the same as on jacks in the hangar. Have another pilot or CFI along when you do, and don't forget to fold the handle and disconnect it before pushing the breaker back in!

[carusoam]

Great thread Steve!

Where else can you get such valuable experience shared..?

Best regards,

-a-

[Bartman]

Happened to me a couple of times. Scared the crap out of me. I ended up having to adjust the plastic cover because it was touching the engagement mechanism.  
 

I have heard some rig up a piece of easily removable safety wire to ensure it does not happen again. 

[Pete M]

BC GUMPS LIFT IR...good mnemonic for all phases of flight...especially pre take off. Boost pump...cowl flaps...gas...undercarriage...mix...prop...lights...iff...flaps...trim...instruments...radios. For me pre takeoff gear meant no obstructions to johnson bar swing....add seat belts...seat backs...doors... windows...baggage door once memorized. 

[Marauder]

Picked up my 77J from Avionics today. Had a GFC500 installed. I did a pretty thorough preflight, but not thorough enough. 
 
I took off for a test flight, rotated, gear up..... LOUD NOISES, spinning manual gear crank. I immediately flipped it back down not knowing what I had just done. Upon further inspection, the latch was left in manual extension position. No doubt was flipped to put plastic back in and left on. 
 
Two part question:
who’s the idiot, me or them?
What should I do to ensure the winding is not binded, etc? I think it might be ok but maybe not. Awaiting call from Joe Cole. 

After 30 annuals, I find the most dangerous flight is the first one after an annual. I would love to think the mechanics I have used are as careful as I am, but alas I have found the manual latch lever in the state you found it a couple of times. I have added it to my checklist.



When I get my plane back from an annual, I feel like I am doing another annual. It is amazing the stuff I have found over the years.


Sent from my iPad using Tapatalk Pro

[RobertGary1]

The problem is that its very hard to know if damage was done. Best bet is to pull the cable from the actuator and inspect the splines. If the splines are worn they'll still lower the gear when on jacks but not under load in flight. Its a bit of a fatal flow in the emergency extension system on Mooneys. You don't really know if it works until you test it in flight.

 

-Robert

[bradp]

I once caught the knob with the side of the seat sliding it forward for takeoff.  That can happen too. Thud thud thud.  

[Bartman]

Keep the crank handle in a position such that it keeps the red engagement knob covered at all times.