The pilot of the Piper Comanche, who had approximately 1,500 hours, including 689 in Piper Comanches, was attempting to land in La Pointe, Wis., after a cross-country flight. A witness heard what he described as a squealing noise.
He looked toward the runway and saw the plane bouncing out of control. He reported that the plane then went to full throttle and pitched nose-up to about 45° as it started climbing.
The witness thought the pilot was going around, then heard an explosion. The airplane crashed in a nearby wooded area and caught fire, killing both the pilot and passenger.
All three propeller blade tips were ground down, consistent with the blades having contact with the runway. The runway exhibited a white media transfer that approximated the path of the slash marks.
In addition, strips of copper were also found on the runway. The airplane was equipped with a white antenna mounted to its underbelly and the recovered strips of copper were consistent in shape with sections of the antenna assembly’s copper sense plate.
Although the landing gear was found extended at the accident site, based on the evidence on the runway and the damage to the propellers and the underbelly antenna, investigators determined it is likely that the pilot did not have the landing gear down during his first landing attempt.
The NTSB determined the probable cause of the accident as the pilot’s failure to maintain control after deciding to go around after a gear-up landing, resulting in an aerodynamic stall.
NTSB Identification: CEN13FA351
This June 2015 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
This was obviously a case of trying to salvage a screw up with an even bigger screw up. Contrary to the recent well publicized Aerostar go around after a gear up scraping of the runway with prop and possibly engine damage, only worse things can be expected to happen by adding power for a go around after ground contact is made caused by landing gear up. The power should be chopped immediately with ignition and fuel off ASAP followed by egress once stopped.
Can’t know, but wonder if the pilot required “sterile cockpit” rules at critical stages of the flight? Distraction is a deadly force that overcomes wit, wisdom, proficiency, and skill. This one is a very good lesson of retrac pilots, AND for anyone else who ventures where the eagles soar. Two pilots in the cockpit (pilot flying and a non-current friend) are ready made for distraction.
Every retractable plane pilot’s biggest fear is that someday he too will forget to lower the gear. The key is to have several routine checks to go through on final and to go through them at least three times. On Comanches it is easy to install mirrors on your wingtips or tip tanks to see if the wheels are down.
Even with all these precautions it is imperative to prepare your mind for the unexpected gear-up surprise and to STAY ON THE GROUND and let her slide to a stop and don’t panic. You already know from the prop strike that the propeller is damaged and you can not fly with that one any longer! Belly landings cause relatively little skin damage but kill the propeller, see above.
“GUMPS” is the word. “Gas” “Undercarriage” “Mixture” “Prop” “Speed”! I even use it in fixed-gear aircraft. Never a gear-up incident in 44 years of flying. If you can’t use a written checklist, then use a mnemonic. It’ll save your life.
Thanks for that memory flash back. I started flying in 1957 and was taught that by my very first flight instructor. GUMPS was always the post checklist reminder since then.The other was “Can I get f**ked pretty reasonably tonight. Pre-take off – Controls – Instruments – Gas – Flaps – Prop -Run-up – Trim. I still do on every flight.
When I was checking out in a C-55 Baron a few years ago, the CFII suggested this mnemonic for a pre-takeoff check: “Can I Go Flying Today Peter Rabbit Dear Sir? Lights, Camera, Action.” That stands for “Controls free and clear; Instruments set; Gas on fullest tank; Flaps set; Trim set; Power Runup; Door; Seatbelts, Lights; Transponder; Cobbs to the wall.”
If it works in a Baron, it’ll work in almost any GA aircraft.
Right on Tom,
use GUMPS in the pattern and three times on final no matter what distractions there are. The only thing then could be a gear collapse but why would you try to go around on a damaged propeller?
Reminds me of the recent video of the Aerostar going around after a gear up landing. One major difference, the pilot of the Aerostar survived.
https://www.youtube.com/watch?v=eRdZZmTK2Vs