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20020305003269A

Accident · No damage
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FAA accident report · Amtr VELCITY173RG · Salt Lake City, UT · March 5, 2002

FAA Aviation Safety Information Portal

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Date
March 5, 2002 · 19:00 local
Place
Salt Lake City, UT
Airport
Salt Lake City Municipal Airport
Operating rules
General operating rules (Part 91)
Damage
No damage
Aircraft
N278GJ
NTSB investigation
NTSBSEA02LA050
Reported as
Amtr VELCITY173RG
N278GJRegistered now · Unander Gary D VELOCITY 173 RGS/N DMO 275Airframe modelUnander Gary D VELOCITY 173 RG

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

(-23) Upon arrival at U42, N278GL, planned for landing rwy 16, a second aircraft in the pattern was planning to land 34. Radio transmissions were made by both aircraft wherein they stated their respective position and intentions. However the second aircraft, flown by Mr. Ryan krissman, did not acknoowledge any transmissions from N278GL or million air. Mr. Unander, pilot of N278GL, said he selected the landing gear down, but became preoccupied with the second aircraft (a situational awareness distraction) and did not realize the gear had not extended until it was too late. Mr. Unander explained the landing gear actuating system, stating that there are 2 pressure switches in the system that sense hydraulic pressure. Depending on pressure and selection they allow control/operation of the gear. A somewhat normal phenomenon is that system pressure does not allow the down pressure switch to actuate. An override switch is provided for such occurrences. In this accident the pilot did not use the override switch.

As the FAA filed it

(-23) UPON ARRIVAL AT U42, N278GL, PLANNED FOR LANDING RWY 16, A SECOND AIRCRAFT IN THE PATTERN WAS PLANNING TO LAND 34. RADIO TRANSMISSIONS WERE MADE BY BOTH AIRCRAFT WHEREIN THEY STATED THEIR RESPECTIVE POSITION AND INTENTIONS. HOWEVER THE SECOND AIRCRAFT, FLOWN BY MR. RYAN KRISSMAN, DID NOT ACKNOOWLEDGE ANY TRANSMISSIONS FROM N278GL OR MILLION AIR. MR. UNANDER, PILOT OF N278GL, SAID HE SELECTED THE LANDING GEAR DOWN, BUT BECAME PREOCCUPIED WITH THE SECOND AIRCRAFT (A SITUATIONAL AWARENESS DISTRACTION) AND DID NOT REALIZE THE GEAR HAD NOT EXTENDED UNTIL IT WAS TOO LATE. MR. UNANDER EXPLAINED THE LANDING GEAR ACTUATING SYSTEM, STATING THAT THERE ARE 2 PRESSURE SWITCHES IN THE SYSTEM THAT SENSE HYDRAULIC PRESSURE. DEPENDING ON PRESSURE AND SELECTION THEY ALLOW CONTROL/OPERATION OF THE GEAR. A SOMEWHAT NORMAL PHENOMENON IS THAT SYSTEM PRESSURE DOES NOT ALLOW THE DOWN PRESSURE SWITCH TO ACTUATE. AN OVERRIDE SWITCH IS PROVIDED FOR SUCH OCCURRENCES. IN THIS ACCIDENT THE PILOT DID NOT USE THE OVERRIDE SWITCH.

NTSB investigation

The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.

NTSB SEA02LA050Accident · No injuriesLimited investigationFinal reportWest Jordan, UTThe pilot's failure to ensure that the gear was extended prior to landing. Factors included a failure of a hydraulic down-pressure switch, and the pilot's attention diverted to another aircraft executing an opposite-direction traffic pattern.Mar 6, 2002 · Substantial damage