Gear Up Landing Right in Front of Me

Tarheelpilot said:
I did the same thing for a guy in a king air 200 one day. It’s a natural thing when you’re chilling on the taxiway holding short. Our op was inflight. That’s a different situation completely.
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I understand it’s different.
 
denverpilot said:
I get it. Just wondered if it was something you’d know off the top of your head. It’s really loud and obvious from the other side of the radio...
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I can tell you that it isn't up/down. It is a constant beep (in the key of F I think) and today I heard it from both sides. The last 10 minutes of my 1.8 I flew this morning before work were filled with this alarm and I was the "other" aircraft which set it off. I think KTUS was doing some training at my expense. The goofiest part - I just landed and was taxiing down the runway and the tower asked "can you power up and go around?"
 
Tarheelpilot said:
I did the same thing for a guy in a king air 200 one day. It’s a natural thing when you’re chilling on the taxiway holding short. Our op was inflight. That’s a different situation completely.
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That’s the thing right? We all should want to be that person that prevents an incident like this, but unless you’re staring at an airplane obviously intending to land but the gear is up...when you’re airborne and hear “the tone”, it probably wasn’t obvious until you think back and say “damn, it was the gear horn I was hearing in the background when he made that short final call.” Bummer for sure, but NEVER admit that you heard the alarm and said NOTHING, lol!
 
Newer Seminoles I've flown have the "check gear" voice and it's triggered by either MP less than 14 inches in either engine or flaps 25 or 40 with the gear not down and locked. If it's triggered by flaps you can't mute it.
 
My Cardinal has this problem - throttle setting always drifts back to 17-18" at sea level. I try not to make any radio calls now when it's blaring because I've had people try to "warn" me about it. Nice that people are that thoughtful, but I really don't want to have to take the time to "thank" them. ;)
 
Gee, just what I want - an airplane that drops the gear, whether I want it down or not. Free beer for the first three responses that describe situations where that could be a bad idea. I'll go first, with ditching.

Just like I want a car that hits the brakes for me . . .
 
Timbeck2 said:
I can tell you that it isn't up/down. It is a constant beep (in the key of F I think) and today I heard it from both sides. The last 10 minutes of my 1.8 I flew this morning before work were filled with this alarm and I was the "other" aircraft which set it off. I think KTUS was doing some training at my expense. The goofiest part - I just landed and was taxiing down the runway and the tower asked "can you power up and go around?"
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Interesting. I have a busy week away from aviation this week but maybe I’ll just call the Tower and ask during daytime. They’re single staffed at night fairly often (well, no... double staffed but not really available for lengthy phone calls) so I have to remember to do it during the day when there’s a few extra bodies around.

They’re also really open to visits with a few days notice and on the right shift so there’s someone who can escort visitors. I’ll probably save that for when I’m working with a student who wants to go see the other side of the world. They can’t do visits at peak times and they can’t do them at night.

Could be wind shear alert doohickeys. Trying to think of when I have heard them through the radio. Oh well. Just a curiosity. If I know what they are it adds a tiny bit more SA to me, since I’ll know why they’re beeping in the background. Ha.
 
oregonboy109 said:
Newer Seminoles I've flown have the "check gear" voice and it's triggered by either MP less than 14 inches in either engine or flaps 25 or 40 with the gear not down and locked. If it's triggered by flaps you can't mute it.
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That’d be mildly annoying doing single engine approaches with simulated zero thrust, if it repeats.

Edit: Before the gear is down, that is. :)
 
denverpilot said:
Curiosity question. Is the collision alarm a high-low continuous? I hear that crap all the time from the other end of the radio
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At our TRACON, the collision "CA- conflict alert" is a continuous high-high. The low altitude alert (MSAW- minimum safe altitude warning) is high-low. The towers that we serve have a feed off us and it works the same.
 
Timbeck2 said:
The goofiest part - I just landed and was taxiing down the runway and the tower asked "can you power up and go around?"
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Seriously? And you being a controller, what'd you say to them? :D

That's what I'd want to hear! ;)
 
mscard88 said:
Seriously? And you being a controller, what'd you say to them? :D

That's what I'd want to hear! ;)
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It was obviously a trainee in the tower and I was using the long runway. While it was obvious (to me because I pay attention) that they needed a clear runway for the CRJ they put up my arse, I had no problem turning it into a touch and go so they wouldn't have to send the CRJ around. They also screwed me up on the other end because they put me right behind another CRJ for my landing, so I had to come in higher than normal. So what I said was: No problem, we'll make this a touch and go. The trainee's monitor thanked me afterwards and let me taxi all the way back to my hangar on his frequency. I help them out, they help me out. Anyone can fly a perfect pattern in perfect circumstances, you got to be prepared for the unusual stuff and roll with it.
 
Sundancer said:
Just like I want a car that hits the brakes for me . . .
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That's actually a very nice feature. My Volvo has Adaptive Cruise Control. If I have the cruise control set and come up behind a car going slower, it will automatically adjust the speed to follow the car at a defined interval. If the car being followed slows aggressively, my car will apply the brakes and even bring it to a stop.

It's really nice on trips.
 
donjohnston said:
That's actually a very nice feature. My Volvo has Adaptive Cruise Control. If I have the cruise control set and come up behind a car going slower, it will automatically adjust the speed to follow the car at a defined interval. If the car being followed slows aggressively, my car will apply the brakes and even bring it to a stop.

It's really nice on trips.
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Actually that would drive me nuts..... unless I was asleep at the wheel.
 
Zeldman said:
Actually that would drive me nuts..... unless I was asleep at the wheel.
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Really? I can't see why. Set the cruise control and when you run into traffic it paces the car in front of you. When the traffic speeds up, so do you.

What's not to like?
 
Lindberg said:
That's basically the opposite of the purpose of cruise control.
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??? what ??? I'm curious what you think cruise control is for? Traffic on the highway is a fact of modern life. When there are no cars in from of you, it operates exactly like the classic cruise control does. It basically automates the stuff most of us do now, apply the brakes, or turn off the CC, or adjust the speed to match traffic, then when clear of traffic, if goes back to where you set it. It's pretty awesome.
 
donjohnston said:
Really? I can't see why. Set the cruise control and when you run into traffic it paces the car in front of you. When the traffic speeds up, so do you.

What's not to like?
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Well, I guess that would be fine for an average driver.

I used to race cars. So I like to drive, not go along for the ride.

While I am not near as aggressive of a driver as I used to be, I still like maintaining a constant speed, even if it is at the speed limit. I'll use the cruise control to maintain a constant speed.

If I wanted to keep pace with other cars, I would use my foot, not the cruise control. And I dislike anti lock brakes.

Second place is just the first loser.....:rofl:
 
donjohnston said:
That's actually a very nice feature. My Volvo has Adaptive Cruise Control. If I have the cruise control set and come up behind a car going slower, it will automatically adjust the speed to follow the car at a defined interval. If the car being followed slows aggressively, my car will apply the brakes and even bring it to a stop.

It's really nice on trips.
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German cartoon - a car is being tail-gaited by a cement truck at high speed; a beach ball sails onto the road, car auto-brakes. Spatula and handy wipes to remove the protoplasm. . .I get it can "fill in" as a convenience, or for someone not fully engaged. But lifting and lowering my foot a few inches isn't too tough. I admit to cruise control (and autopilot) use, but not gonna hand over that kind of decision making to limited sensor tech, and AI that just can't hope to detect, evaluate, and respond as I would prefer. Hey, is that cop 200 yards down about to pull back onto the highway? Uh, yeah, just saw some exhaust plume. . .or, the guy two lanes over is drifting slightly, correcting back, then doing it again. . .on the phone, or drunk? Or both? And being overtaken - the overtake will change lanes late, etc., etc., just a thousand nuanced clues beyond the instantaneous situation.
 
Dav8or said:
??? what ??? I'm curious what you think cruise control is for? Traffic on the highway is a fact of modern life. When there are no cars in from of you, it operates exactly like the classic cruise control does. It basically automates the stuff most of us do now, apply the brakes, or turn off the CC, or adjust the speed to match traffic, then when clear of traffic, if goes back to where you set it. It's pretty awesome.
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That's why we have passing lanes.
 
BillW said:
That's kinda what I thought. My GA pax experience predates the use of headsets for all aboard, and I recall hearing a stall horn a couple of times. Maybe in a Cirrus they're piped through the audio. ;) But I guess it would be surprising in your average older GA plane. So, the question then becomes, is it possible the pilot in question here failed to hear the gear warning due to an ANR headset? ANR, in my limited experience, is good at cancelling constant sounds.
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The gear horn in a Mooney is VERY LOUD! It will hurt your ears even with a nice ANR headset. There is no way you are not going to hear it. I’m a Mooney owner with both Bose and Lightspeed headsets.
 
denverpilot said:
That’d be mildly annoying doing single engine approaches with simulated zero thrust, if it repeats.

Edit: Before the gear is down, that is. :)
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Unless you’re doing single engine approaches with 25-40 degrees of flaps it shouldn’t be. You can mute the horn if it’s only for MP. That being said, if I remember correctly we have a policy that you can’t mute the gear horn in the pattern or past FAF at all even if the airplane allows it.
 
oregonboy109 said:
Unless you’re doing single engine approaches with 25-40 degrees of flaps it shouldn’t be. You can mute the horn if it’s only for MP. That being said, if I remember correctly we have a policy that you can’t mute the gear horn in the pattern or past FAF at all even if the airplane allows it.
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I was going off of the 14” MP warning trigger, not the flap trigger. I assume it’s either or, not both, from your description.
 
In our vision we have blind spots, I wonder if some have hearing dead spots or frequencies they cannot hear very well?
Should we add a hearing test to medical?
 
donjohnston said:
That's actually a very nice feature. My Volvo has Adaptive Cruise Control. If I have the cruise control set and come up behind a car going slower, it will automatically adjust the speed to follow the car at a defined interval. If the car being followed slows aggressively, my car will apply the brakes and even bring it to a stop.

It's really nice on trips.
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Unless you want to pass the slowpoke . . . . . This is a wire that I would cut.
 
teejayevans said:
In our vision we have blind spots, I wonder if some have hearing dead spots or frequencies they cannot hear very well?
Should we add a hearing test to medical?
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It's already there. Or should a full frequency workup be added in, just because it can be done? What other fun tests can we add in because the doctor / hospital has the equipment?
 
Sundancer said:
Gee, just what I want - an airplane that drops the gear, whether I want it down or not. Free beer for the first three responses that describe situations where that could be a bad idea. I'll go first, with ditching.

Just like I want a car that hits the brakes for me . . .
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That is why the first item on any of the emergency checklists should be to disable the auto extension.
 
Lindberg said:
That's why we have passing lanes.
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Yes, and you can still use them. If you pass a slower car, the adaptive cruise control does not slow down. Don't tell me you've never encountered a situation where all the lanes were going slower than what you set your cruise control for?
 
BigBadLou said:
Back on topic: Mooney landed gear up. Sad event.
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I heard the gear doors for Rangers are getting scarce nowadays. My Chapparal was geared-up in 2012 and somehow it was repaired with the original belly, without going to 1-piece.
 
zaitcev said:
I heard the gear doors for Rangers are getting scarce nowadays. My Chapparal was geared-up in 2012 and somehow it was repaired with the original belly, without going to 1-piece.
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There are loads of used parts out there. I'm sure gear doors aren't that much of a biggie if you put the word out. In addition, all of the belly panels are basically just flat sheetmetal, so easy to fabricate. Besides the engine and prop, gear doors, flaps and boarding step are the main PITA to collect. Most people spring for the one piece belly just because it's nice and it's a nice time to do it when the insurance company is paying for most of it.

My Mooney also has had a gear up in it's distant past and it too has the stock belly panels... :mad:
 
Dav8or said:
My Mooney also has had a gear up in it's distant past and it too has the stock belly panels... :mad:
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Must have been too distant. The PO did mine in 2003, replaced the step a d did the one piece belly and 3-blade. :)
 
Tantalum said:
I totally agree with you. That's why I love Cirrus.. it's really the only modern piston plane out there. Cessna, Piper, Bonanza, etc., are essentially still the same they were in 1960.. if anything many are less capable now as the useful loads on them have decreased as the planes have gotten beefier through the years. If it weren't for Garmin these planes would pretty much be the same they were 50 years ago.


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Not true with Piper. There are almost no parts on a 2018 M350 in common with a 1984 Malibu. Even the parts and systems on a 2018 M350, differ significantly from a 2010 G1000 Mirage. Piper has led in several areas of technology in owner flown aircraft. With respect to the current thread, in addition to the typical gear warning prompts from landing flaps and power lever position, the M-class Pipers also link into TAWS, and if the computer sees the aircraft descending to landing altitude even if the other systems are defeated by a determined pilot, you will still get the clear voice "check gear, check gear" Along with clear text CAS messages on the PFD. In other ways the aircraft is even more advanced than the Cirrus in that in addition to all the envelope protection, blue level button, seen on the Cirrus, the plane will automatically engage the autopilot and rescue the plane from an out of control pilot, essentially pushing the blue button for you. Something the Cirrus piston will not do. It also has a fully computerized pressurization system, built in pulse ox, automatic descent for an unresponsive pilot and lots of other high end stuff on that plane.

 
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rt4388 said:
Was number two to land today when a Mooney landed gear up right in front of me... I heard the gear warning horn over the radios and didn't say anything. Looking back, I should have given a "hey, just want to make sure you know you might have your gear warning horn going off" call, but I was too focused on instructing.
Listening to ATC it sounds like it was on for a solid two minutes before he touched down. Anyone remember the technical term for when you tune noises out? Seems like a good teaching moment for my students.
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Task saturation.

Sent from my XT1585 using Tapatalk
 
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