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Now we’ve gone from mildly irritated to irritated. We then
consulted the MEL [Minimum Equipment List] for possible
dispatch issues. About this time, the problem decided to
cure itself. After being off on the Master Caution tangent for
several minutes, the fact that we were not finished with the
pre-takeoff checklist did not register. I called for taxi, and
everything in our world seemed okay until the takeoff
configuration horn sounded as I advanced the thrust levers
for takeoff…. I returned the thrust levers to idle and the
Captain called for taxi off of the runway. We realized that
we had allowed the distraction after pushback to cause us to
miss the completion of the pre-takeoff checklist and the flaps
were not extended…. Now I am going to clip the checklist to
the yoke until the pre-takeoff checklist is complete. If the
checklist is still out of its holder during taxi, I should be
asking myself why….
Use of a checklist insures that standard procedures are
followed and all systems are properly set even when
distractions interrupt the normal sequence of events, This
B737 crew thought they were all set for takeoff until the
“unfinished checklist” warning horn sounded.
Completing every item on the checklist is the key to
“unlocking” the secret of flight.
Gear Up Checkup
A review of the ASRS database
indicates that approximately 100
gear up landing incidents have been
reported each year for the past five
years. Ninety-six unintentional gear
up landings were reported in 2003.
Two factors, distraction and
preoccupation, are common to most of
the gear up incidents reported to
ASRS. In the usual scenario, a
distraction occurs at the time when the gear would
normally be lowered and the pilot then becomes
preoccupied with the approach and landing.
The last six unintentional gear up landing reports from
2003 confirm the need to overcome distractions and
preoccupation during the landing phase. These incidents
(all remarkably similar to the 90 reports that preceded
them) involve light aircraft. The lessons, however, are
valid for any aircraft with retractable gear.
An Extension Course in Six
Lessons
■ …Turning short final I was doing my final checks….
“Gear down” would have been at this point, but the
controller said, “Prepare to go around. Number one
aircraft is not off the runway yet.” I could see that the
aircraft was about to clear at the far end of the runway
and said, “I think he will be clear” and that seemed to
satisfy the Tower. By this time I had crossed the fence and
Tower cleared me to land. Shortly thereafter the controller
called out, “Go around. Gear up.” Five feet off the runway
was not enough time to arrest the descent.
2. Distractions can also be self-induced.
1. Traffic is often cited as a distraction in gear up
landings.
■ …I had to make an extended downwind for two
incoming planes on final. After turning behind the last
plane and becoming established on final approach, I began
following the glideslope for practice. My concentration on
sticking to the glideslope...distracted me from doing a
proper landing checklist which included putting the gear
down. Perhaps a foot off the runway, I realized that the
gear was still up, but it was too late even though I applied
go around power….
■ …My [passenger] accidentally pulled the emergency
release handle ejecting the escape window…. I could not
hear [the Tower] very well due to the air entering the open
3. A thorough passenger briefing might have prevented
this distracting situation.
4. Although an “accuracy” landing does entail hitting a
specific point on the runway, taxiing beyond that point is
easier when the gear are extended.
6. Raising the landing gear “temporarily” also raises the
odds of a gear up landing.
■ On a visual approach I put the gear down, but as I was
flying over the city buildings, I lost some altitude. I
retracted the gear because I thought that in the event of an
engine failure I would not reach the runway. As I circled to
land, I focused on the landing and forgot to put the gear
down.
■ …This was [my] first night landing in a small aircraft
at an uncontrolled field without ILS guidance. I am
accustomed to landing on Category II and III ILS runways
at major airports. [I] was fully occupied with flying a
stabilized approach with only VASI guidance and failed to
notice that the “three green” indication was missing. [I]
　
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