Just seeing this thread. Would just like to add, "nicely played". Nicely played from start to the present. Thanks for the insight.
... yeah, fatigue was the base link, the other biggie was not needing to slow down or descend until on base, contributing factor was no gear horn.
That's a concise summary.
The time zone jumping fatigue thing resonates with me. Pilots flying international routes must deal with it, some "road warriors" seem to thrive on it, I've always found it extremely difficult and mentally painful to deal with. No matter how much research is done, findings made and cures found, it just seems to be one of those things that's just not natural. No point here, just reflection.
I make a point of always performing a printed Pre-landing Checklist, in spite of the fact that on my Light Sport its only 3 items - seat belts, fuel pump and brake check.
And yet periodically I taxi clear of the runway and do my After Landing Checklist, only to find my fuel pump never got turned on.
I chastise myself for getting sloppy, but it still periodically happens.
I do not fly a retractable, but see how it can happen. One of my students, in spite of good habits I hope I instilled in him, managed to gear up a Mooney.
No one's perfect, least of all me. But if I were to assign a probable cause to this one the lack of a checklist would rank higher than fatigue, thought that's obviously a subjective evaluation.
Checklists are great tools. Standard procedures for standard operations are even better. Emergency procedures for emergencies are useful too. But flying into Oshkosh is not so easily dealt with.
My brush with an imminent gear up landing was while sailplane racing, an activity that compares well with Oshkosh arrivals. No matter how many procedures, rules, checklists or warning horns are in place, the unexpected happens and one's efforts to adapt can fail. In my case I took a tow into conditions that would not sustain soaring flight (think arriving at Osh with T-storm blocking the airport). Glider after glider launched, tried to hang on a nearby ridge before returning for a relight (think holding around the lake at Osh).
I decided during my tow to forego the ridge work and just return for a landing (think opting for Appleton instead of the hold). Instead of retracting my gear after tow release, I left it down for the planned landing (think massive break in SOP). I flew an abbreviated pattern, executed my landing checklist, actuated the gear, ignored the gear horn and turned short final. I was thankfully saved from embarrassment by someone else's ground crew who broke radio discipline and told me my gear was up on short final.
Oshkosh arrivals are well structured but tough on checklists, SOPs and even emergency procedures. Throw in some turbulence or a Bonanza flying 80knots and it will eat checklists for lunch. Enjoy the challenge but don't underestimate it.
I've known of many an airplane to land gear up with gear horns blaring the entire time - both military and civil ships. . . Not saying a good warning system is a bad thing; just saying it's not a panacea.
That's for sure.
I don't understand it. How are these people ignoring these sounds?
It's surprisingly easy. It just takes an unexpected break in normal operations to start the chain. I haven't watched those clips recently/yet but not even curious at this point because I know how easy it is.
I have no fear of the FAA or NTSB in this matter.
Bless you
