What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The airman was receiving flight training at his base airport, kman. The pilot stated that the instructor was teaching him how to more accurately hit his landing spot during emergency procedure for engine failure. The pilot stated that he was setting the trim to achieve 85 KTS airspeed and aiming for 75 yards prior to the intended touch down point and bleeding off the airspeed at the very end of the approach. The pilot said that they had conducted about 8 landings prior to the incident. The airman said that he dropped off the flight instructor and wanted to continue practicing the engine out emergency procedure on his own flying as the sole occupant.
The airman had performed approximately 3-4 additional solo successful landings with the new technique. His normal routine is to utilize 3 checkpoints for prelanding checks: downwind, abeam the runway numbers, and final approach. However, on the incident approach he said he was concentrating on his new engine out emergency landing technique and he became distracted. The pilot said that he heard an emergency horn go off towards the end of the approach just prior to touch down. He said that he has most of his experience in a C172 and thought he was hearing the stall warning horn. He said it is common to hear the stall warning horn during engine out emergency procedure and normal landings in the C172 just prior to touch down. He said looking back after the incident had occurred he realized it was the warning horn for the landing gear not being extended.
After the incident, the aircraft was lifted with a crane and sling, powered on and geared lowered under normal aircraft system power. Aircraft was then towed to airmans hanger with approval from NTSB.
Airman stated there was no weather, runway or traffic factors.
As the FAA filed it
THE AIRMAN WAS RECEIVING FLIGHT TRAINING AT HIS BASE AIRPORT, KMAN. THE PILOT STATED THAT THE INSTRUCTOR WAS TEACHING HIM HOW TO MORE ACCURATELY HIT HIS LANDING SPOT DURING EMERGENCY PROCEDURE FOR ENGINE FAILURE. THE PILOT STATED THAT HE WAS SETTING THE TRIM TO ACHIEVE 85 KTS AIRSPEED AND AIMING FOR 75 YARDS PRIOR TO THE INTENDED TOUCH DOWN POINT AND BLEEDING OFF THE AIRSPEED AT THE VERY END OF THE APPROACH. THE PILOT SAID THAT THEY HAD CONDUCTED ABOUT 8 LANDINGS PRIOR TO THE INCIDENT. THE AIRMAN SAID THAT HE DROPPED OFF THE FLIGHT INSTRUCTOR AND WANTED TO CONTINUE PRACTICING THE ENGINE OUT EMERGENCY PROCEDURE ON HIS OWN FLYING AS THE SOLE OCCUPANT.
THE AIRMAN HAD PERFORMED APPROXIMATELY 3-4 ADDITIONAL SOLO SUCCESSFUL LANDINGS WITH THE NEW TECHNIQUE. HIS NORMAL ROUTINE IS TO UTILIZE 3 CHECKPOINTS FOR PRELANDING CHECKS: DOWNWIND, ABEAM THE RUNWAY NUMBERS, AND FINAL APPROACH. HOWEVER, ON THE INCIDENT APPROACH HE SAID HE WAS CONCENTRATING ON HIS NEW ENGINE OUT EMERGENCY LANDING TECHNIQUE AND HE BECAME DISTRACTED. THE PILOT SAID THAT HE HEARD AN EMERGENCY HORN GO OFF TOWARDS THE END OF THE APPROACH JUST PRIOR TO TOUCH DOWN. HE SAID THAT HE HAS MOST OF HIS EXPERIENCE IN A C172 AND THOUGHT HE WAS HEARING THE STALL WARNING HORN. HE SAID IT IS COMMON TO HEAR THE STALL WARNING HORN DURING ENGINE OUT EMERGENCY PROCEDURE AND NORMAL LANDINGS IN THE C172 JUST PRIOR TO TOUCH DOWN. HE SAID LOOKING BACK AFTER THE INCIDENT HAD OCCURRED HE REALIZED IT WAS THE WARNING HORN FOR THE LANDING GEAR NOT BEING EXTENDED.
AFTER THE INCIDENT, THE AIRCRAFT WAS LIFTED WITH A CRANE AND SLING, POWERED ON AND GEARED LOWERED UNDER NORMAL AIRCRAFT SYSTEM POWER. AIRCRAFT WAS THEN TOWED TO AIRMANS HANGER WITH APPROVAL FROM NTSB.
AIRMAN STATED THERE WAS NO WEATHER, RUNWAY OR TRAFFIC FACTORS.
Other reports on N9155Y · 1
Matched to the same aircraft by N-number and date.