Mooney gear up in NC

[Wildhorsesracing]

WOW! Your plane was just in the shop next to mine!  I hope it doesn't rub off!  Sorry to hear it, let me know if I can help at all!

[FloridaMan]

Being a "one that has " and not a "one that will" from experience the way he describes the "float" was longer than expected is a dead ringer that the gear was up , regardless of what was indicated in the cockpit.....I had a retractable step , so my first indication of what was wrong was when the prop tips struck the pavement , but the most pronounced thing about the whole incident was the flare that seemed to last forever......I managed to execute a go aroung and ended up knocking off a nav antenna , scratching a flap hinge , and bending the prop tips back about 1 inch....  My nickname for a year or so ws "Crash n dash".... 

 

I had an "oh shit! My gear!" moment landing at KABQ after a full day of flying from FL, stopping twice in Texas and coming in at night. The approach, coming in at 11,000ft over the mountains and then diving for the airport kept me busy. The DA was much higher than I'm used to in FL and the tower gave me a mild quartering tailwind. I floated forever with higher-than-I'm-used-to ground speed. I had my hand on the throttle continuing to think it wasn't at idle instead of verifying gear down like I normally touch. As it settled on to what I thought was to be the belly, it landed smoothly on the gear, which I had dropped as the very first thing before I started my fast descent. 

[TonyPynes]

Yes it has a gear up warning. Never heard it.

[TonyPynes]

It is at home base but my mechanic is elsewhere. There are two major FBOs on the field...one who did my last engine removal...but my mechanic would do it faster...knows Mooneys better...etc

[PTK]

That gear down indicator in the floor is bolted to the retraction truss. In the 1977 POH, it says to extend gear, and check gear down "Gear down light on - marks aligned in visual indicator in floor."

+1.

Austin, sorry about your incident. You say you "scanned lever/light". Are you referring to annunciator light? Did you also look at the visual gear indicator on the floor? Just curious and trying to learn what happened.

From POH:

...Gear down indicator light illuminated.

...Visual Gear down indicator check alignment by viewing from directly above indicator.

[Marauder]

That gear down indicator in the floor is bolted to the retraction truss. In the 1977 POH, it says to extend gear, and check gear down "Gear down light on - marks aligned in visual indicator in floor."

I actually had that indicator fail on mine. It is a piece of Lexan painted with "gear down" on it that slides in a tract. I can't recall exactly where it is attached, but I thought it was attached to a component from the nose gear (will need to look at my manuals to confirm). Mine cracked at the attachment point during retraction and indicated "gear down" even though the gear was up.

I agree though it is always on my scan list when confirming gear position.

[TonyPynes]

While the gear indicator on the floor is mentioned in POH for my aircraft it is actually not part of landing procedure..I just checked, wierd I know. It will always be on my personal checklist. Sent from my SAMSUNG-SGH-I317 using Tapatalk 2

[Marauder]

I consider the "gear down" light and the floor indicator as the primary indicator of gear down. The gear warning horn may only be heard just before touchdown and may be confused with the stall warning. I do a "touch and point" check. Touch the gear handle to confirm down and point to the floor indicator.

[Hank]

Austin--

 

This is so sad, just when you were getting ready for your checkride. I've been cheering you on for a while now.

 

Personally, I follow Marauder's plan above. I always touch the lever twice after lowering [on base and on final], and double-check the floor indicator [on final]. That is also where my Approach Plate book lives if I am or think I will use it; there's enough room to slide it back and see the green. I've also made my wife aware of the floor indicator. My plane was bellied in a couple of years before I bought it.

 

With any luck, you'll just need a prop and a couple of antennas, plus the engine inspection. Is your one-piece belly reusable? I've heard of some that have runners on the bottom to minimize damage in this circumstance, but mine is smooth except for one large antenna near the back.

 

Good luck with this, and don't let it get you down. Especially if there was mechanical damage prior to landing!

[KSMooniac]

Austin,

 

Sorry for your incident!  I hope the damage is minimal and you can get back in the air quickly while your IR skills are sharp.

 

My own procedure with my electric gear is to move the switch and keep my hand on it until I feel the "thunk" and the green light illuminates, then I look at the indicator on the floor before I remove my hand.  On final I'll glance at the green light a couple more times, and especially when I make my final power reduction in the flare just to be triple-sure.  

 

I have some nose gear parts from my salvage J if you need any, so check with me after your mechanic gets into it.  I have some main gear parts too, but not the long tubes with the plates for the limit switches, which I think are frequently damaged in gear-ups or gear collapses.

[Aron Peterson]

Hey Austin,

Sorry to hear what happened. Glad you are ok.

Best Regards

[FloridaMan]

From that picture of the belly, it sure looks like you greased it in. 

[fantom]

Harsh lesson that you got out of the way, with no injuries, Austin, and you didn't panic.

 

If at all possible, rent a plane and get that check ride out of the way while you're sharp. A fixed gear Cezzzna might be a good idea.

[TonyPynes]

Lesson learned....in my minds eye I know I called GUMPS and scanned my panel' twice....I will be changing my landing procedure to make it more tactile...maybe hold the lever until I feel the gear and see the floor indicator like some have said. Definitely use a spoken word key...like...Lever down, gear down, green, indicator agrees. In the meantime it is back to the hangar to meet with the FAA again...they want to cycle the gear and I am going to have the belly pan pulled and check the micro switches.

Thought about the belly pan. It is fiberglass and I build wood kayaks with fiberglass layered on top. I bet I could layer the area rubbed through and repair it... Lol...preventative mtce.? I could layer some strips of cherry to give the pan a wood look.

[TonyPynes]

Harsh lesson that you got out of the way, with no injuries, Austin, and you didn't panic.

 

If at all possible, rent a plane and get that check ride out of the way while you're sharp. A fixed gear Cezzzna might be a good idea.

I am thinking about a rental.

[KSMooniac]

Don't be afraid to repair your belly panel!  Work with your A&P and make sure you get the right materials, but there is no reason why you can't do it under supervision if you're not an A&P.  It isn't structural anyway, so if your repair fails the effects won't be catastrophic.  Your insurance company would probably welcome the effort, too.

[triple8s]

Well...... I have debated as to whether or not to mention this but what tha H3LL if you are looking for nose gear components? Look at KMOR there is a fellow there who I'd bet has what you need. If I need something I always ask him, his father has owned more Mooneys than anybody I know of and probably more than anyone on this forum, controversial, notorious, famous whatever you want to call them they know Mooneys and if you are looking for parts they WILL know where to get them. If you want a contact number I'm sure someone on here knows it, just ask.

[DaV8or]

I am thinking about a rental.

 

Good plan. If you're close to checkride, keep the momentum up. Do it in a Warrior. The handling is similar and everything will happen in slow motion compared with the Mooney. On an IR checkride, that's not a bad thing.

[carusoam]

Mooneys and Nissans...

[Alan Fox]

Well...... I have debated as to whether or not to mention this but what tha H3LL if you are looking for nose gear components? Look at KMOR there is a fellow there who I'd bet has what you need. If I need something I always ask him, his father has owned more Mooneys than anybody I know of and probably more than anyone on this forum, controversial, notorious, famous whatever you want to call them they know Mooneys and if you are looking for parts they WILL know where to get them. If you want a contact number I'm sure someone on here knows it, just ask.

Nothing wrong with buying parts from Brent or Jerry , people on here tend to trash vendors , I have had nothing but good experience with the Pressleys...

[KSMooniac]

Yep...parts are parts, but rebuilt planes are a whole 'nuther sack of snakes.

[N601RX]

Yep...parts are parts, but rebuilt planes are a whole 'nuther sack of snakes.

+1 simple parts are fine. Engines, instruments, gauges, no way. This tells me plenty.

http://www.ntsb.gov/aviationquery/brief2.aspx?ev_id=20001205X00519&ntsbno=MIA99FA140&akey=1

[fantom]

Nothing wrong with buying parts from Brent or Jerry , people on here tend to trash vendors , I have had nothing but good experience with the Pressleys...

 

I've never noticed any tendancy for people here 'to trash vendors'. Mostly honest feedback. You're more fortunate than others I've known, in your dealings with them.

[Seth]

Austin-

 

I'm glad you're safe and I'm sorry about your bird.  Don't let this discourage you from attaining your instrument rating.  As suggested, you may want to get it done in a rental aircraft while you are trained up. 

 

Thank you for sharing your thoughts with us and hopefully repairs won't take too long.  However, do not rush to conduct the repairs.  Be patient.  There is a thread on AOPA (I'm sure many of us have read it) about an arrow with a complete engine failure and how the owner was patient in looking at all the posibilities.  He ended up out of pocket much less than he orginally feared with a lot of work and dollars spend fixing his airpalne.  You may want to read up on it.

 

Good luck with your IFR - you're Mooney will be fine, and glad you're safe.

 

-Seth

[TonyPynes]

Seth,

Thanks.

I am taking it as a growth experience to get past this experience and I have to tell you I am growing on this one. Kind of like the lesson I learned early...if you ask God for strength get ready....there is only one way to get it.

Dont remember asking for growth lately in my prayers.

I will get the IR done and hopefully in April...just need to brush up and reprep for the checkride.

I will be having the microswitches examined....I need to review old logs to see if SBs concerning them were ever attended to. FAA still says they can't tell if it was pilot of mechanical so I am going to provide them with as much documentation on what I find as possible. Gave them ASRS example describing how the swtiches can cause a green light when the gear are up....Not saying it excludes me from making an error....clearly I should have made sure and checked floor indicator. Looking at the nose gear damage they have no idea what made truss pieces break in the nose gear. and I think they are puzzled by it.

So there are repairs to the nose gear, slight damage to lower cowling, single piece belly pan and of course prop and engine... The step area will need to be repaired but the mechanics have already looked and said, no it will not require a 337 but only R&R so I hope that will stop the FAA calling it an accident...that was the only area they thought might meet that definition since in their mind it might impact structural.

Insurance adjuster meets with me at the plane for lunch....hope to know this week if they are thinking of totalling her..I cant imagine that happening but then...I didnt imagine I would be in this position.

Lesson number 1 - Treat the FAA like the IRS....dont chance an encounter even if you are right...the process will be punishment

Lesson number 2 - even at a Class C airport no one will know how to get an airplane off the runway and it is up to you to call the crane company

Lesson number 3 - picking an airplane up costs about $1500 cash or credit and they wait until your charge clears.

Lesson number 4 - even if you check your lever and green indicator twice and yell it outloud...yell when you feel the thump from going down and cross check with the floor indicator

more to follow I am sure