What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Sequence of events:
- Departed pdx approximately 0800 local, flew the vor-a approach (with DME) at rbg which is nearly in-line with runway 34.
- Weather was approx. 1900 ovc, winds were light.
- During the descent and on the approach the pilot experienced moderate to severe icing; as a result he had to carry significantly higher than normal power to maintain normal airspeeds.
- He broke out at approximately 1800-1900FT MSL, was a bit higher than desired to make a landing on 34, but due to lower clouds around the airport opted to make a higher than normal descent path.
- The pilot stated he had a high work load, icing, was in IMC and as a result did not have the time to actually refer to a checklist.
- After breaking out the pilot picked up a visual on the runway, put in full flaps and believed he had put the landing gear handle to the full down position.
- On a phone call later, the pilot stated he is not sure he actually put the landing gear handle full down, and he indicated he did not confirm he had 3 green'.
- During the descent to the runway, even with the steeper approach path, with full flaps and carrying ice he had to carry about 20" of manifold pressure to maintain normal speeds.
Of note: the gear warning horn does not sound until one of the engines' power is reduced to approximately 15" of manifold pressure.
- When initiating the flare and pulling the throttles to idle, it was then that the horn' came on. At that moment, this seemed normal to the pilot as "the horn" is the similar to the stall warning sound (which is what the pilot stated he expected to hear in the flare).
- Having the stall warning horn sound just prior to touchdown is normal for a normal approach/landing.
- It wasn't until the aircraft settled to lower than normal altitude above the ground that the pilot realized the warning horn was sounding because the landing gear was not down, and not because of the typical' stall warning indication.
- There was not enough time/airspeed to initiate a go around before contacting the runway.
- The aircraft settled on/near the centerline and slid to a stop on the runway.
- The pilot performed shut down checklist, egress checklist and evacuated without injury.
- Initial indications are that damage is limited to aircraft lower skin, propellers, and trailing edges of the flaps and aileron(s).
As the FAA filed it
SEQUENCE OF EVENTS:
- DEPARTED PDX APPROXIMATELY 0800 LOCAL, FLEW THE VOR-A APPROACH (WITH DME) AT RBG WHICH IS NEARLY IN-LINE WITH RUNWAY 34.
- WEATHER WAS APPROX. 1900 OVC, WINDS WERE LIGHT.
- DURING THE DESCENT AND ON THE APPROACH THE PILOT EXPERIENCED MODERATE TO SEVERE ICING; AS A RESULT HE HAD TO CARRY SIGNIFICANTLY HIGHER THAN NORMAL POWER TO MAINTAIN NORMAL AIRSPEEDS.
- HE BROKE OUT AT APPROXIMATELY 1800-1900FT MSL, WAS A BIT HIGHER THAN DESIRED TO MAKE A LANDING ON 34, BUT DUE TO LOWER CLOUDS AROUND THE AIRPORT OPTED TO MAKE A HIGHER THAN NORMAL DESCENT PATH.
- THE PILOT STATED HE HAD A HIGH WORK LOAD, ICING, WAS IN IMC AND AS A RESULT DID NOT HAVE THE TIME TO ACTUALLY REFER TO A CHECKLIST.
- AFTER BREAKING OUT THE PILOT PICKED UP A VISUAL ON THE RUNWAY, PUT IN FULL FLAPS AND BELIEVED HE HAD PUT THE LANDING GEAR HANDLE TO THE FULL DOWN POSITION.
- ON A PHONE CALL LATER, THE PILOT STATED HE IS NOT SURE HE ACTUALLY PUT THE LANDING GEAR HANDLE FULL DOWN, AND HE INDICATED HE DID NOT CONFIRM HE HAD 3 GREEN'.
- DURING THE DESCENT TO THE RUNWAY, EVEN WITH THE STEEPER APPROACH PATH, WITH FULL FLAPS AND CARRYING ICE HE HAD TO CARRY ABOUT 20" OF MANIFOLD PRESSURE TO MAINTAIN NORMAL SPEEDS.
OF NOTE: THE GEAR WARNING HORN DOES NOT SOUND UNTIL ONE OF THE ENGINES' POWER IS REDUCED TO APPROXIMATELY 15" OF MANIFOLD PRESSURE.
- WHEN INITIATING THE FLARE AND PULLING THE THROTTLES TO IDLE, IT WAS THEN THAT THE HORN' CAME ON. AT THAT MOMENT, THIS SEEMED NORMAL TO THE PILOT AS "THE HORN" IS THE SIMILAR TO THE STALL WARNING SOUND (WHICH IS WHAT THE PILOT STATED HE EXPECTED TO HEAR IN THE FLARE).
- HAVING THE STALL WARNING HORN SOUND JUST PRIOR TO TOUCHDOWN IS NORMAL FOR A NORMAL APPROACH/LANDING.
- IT WASN'T UNTIL THE AIRCRAFT SETTLED TO LOWER THAN NORMAL ALTITUDE ABOVE THE GROUND THAT THE PILOT REALIZED THE WARNING HORN WAS SOUNDING BECAUSE THE LANDING GEAR WAS NOT DOWN, AND NOT BECAUSE OF THE TYPICAL' STALL WARNING INDICATION.
- THERE WAS NOT ENOUGH TIME/AIRSPEED TO INITIATE A GO AROUND BEFORE CONTACTING THE RUNWAY.
- THE AIRCRAFT SETTLED ON/NEAR THE CENTERLINE AND SLID TO A STOP ON THE RUNWAY.
- THE PILOT PERFORMED SHUT DOWN CHECKLIST, EGRESS CHECKLIST AND EVACUATED WITHOUT INJURY.
- INITIAL INDICATIONS ARE THAT DAMAGE IS LIMITED TO AIRCRAFT LOWER SKIN, PROPELLERS, AND TRAILING EDGES OF THE FLAPS AND AILERON(S).
Other reports on N42076 · 1
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