The pilot reported that, his first approach to land in the Velocity XL RG was a little fast and high, so he raised the gear and applied full power for the go-around.
During the second approach to the airport in Locust Grove, Georgia, he was talking with a person on the ground over the radio. Subsequently, he got distracted and landed with the landing gear in the up-and-locked position.
The airplane sustained substantial damage to the fuselage.
The pilot reported in a telephone conversation with the National Transportation Safety Board investigator-in-charge that the gear-up warning switch had been disabled.
Probable cause: The pilot’s failure to extend the landing gear due to his distraction by talking on the radio, which resulted in a gear-up landing.
NTSB Identification: GAA18CA148
This February 2018 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.
Talking on the radio did not lead to a gear up landing. If that were true ALL retractable planes would be landed with the gear up since talking on the radio is common and frequent practice in the pattern.
A go-around should begin with pier , pitch, pitch and positive rate of climb. Retract gear then flaps.
Checklist on downwind. GUMPS as a final check on final.
Telephone isn’t on any checklist.
Was this this pilot’s first retractable? Did he build it?
Hmmm, just a thought here from a mostly gear down and welded guy, iIf you are just going around the circuit one more time, why not just leave it down? One less thing to forget.
Randy. I once asked a CFI that question during a Flight Review in my 177RG. His answer, and I agree, was that putting the gear down at a particular point in the pattern, I prefer downwind, should be part of your routine. Leaving them down creates inconsistencies in the routine. At downwind, I put them down and confirm. On base and again on final, I confirm again. We all make mistakes and I don’t wish to judge this pilot by what may have been his less than fine moment, but do routine things routinely.
Common setup for a gear up landing is a go around. I mentally remind myself if something abnormal happens in the pattern to be cognizant of this possibility. I always try to put the gear down at midfield downwind, FAF, and GS intercept. Also check gear crossing the threshold for a last chance catch!
ATP, CFI A&I ME
Apparently his head was in the up-and-locked position, too!