What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On June 25, 2021, at 13:37 pacific standard time (PST), a privacy data omittedSD3-60 (N970AA), operated by privacy data omitted experienced a gear-up landing on runway 8R (right) at Las Vegas mccarran international airport (klas). The two certificated pilots were not injured during the landing event and evacuation of the aircraft. The aircraft received substantial damage.
The 14 code of federal regulations part 91 training/check flight departed north Las Vegas airport (kvgt). Shortly after departure, the flight crew performed a simulated engine failure scenario after takeoff (V1 cut), with the intention of landing simulated single-engine at klas. The flight contacted Las Vegas approach and was cleared for a visual approach for runway 8R. The aircraft contacted the runway approximately 3,300 feet beyond the threshold of runway 8R and slid 3,060 feet before coming to a stop north of the runway 8R centerline near the A4 (alpha four) highspeed exit.
The investigation and on-site evidence revealed the aircraft contacted the runway with the landing gear in the retracted ?up? Position. Runway surface scorring corresponding to aircraft structure materials was documented at the initial contact point. Airport surveillance video also confirms the aircraft landing gear was in the retracted position prior to and upon landing. The aircraft sustained substantial damage confined to the lower forward fuselage and the left and right main landing gear fairing pods. A crane being used to lift the aircraft during the recovery operation damaged the lower aft (left/right) fuselage structure.
The pilot-in-command (pic/trainee) and second-in-command (sic/check pilot) provided oral and written statements which concur to the events leading up to the landing event. However, the pic/trainee stated the landing gear was verified in the extended ?down? Position with ?3 green lights? Indicating all three landing gear to be in the down and locked position prior to landing. The sic/check pilot stated verbally and written, the landing gear was in the retracted ?up? Position and they simply forgot to bring the landing gear down prior to landing. The sic/check pilot stated that the landing gear audible warning horn was inhibited during the engine failure simulation and the flaps were not selected to the 30-degree position which is normal for a single-engine landing and would have bypassed the warning horn de-activation and activated the landing gear audible warning. I verbally asked the crew at the scene if they utilized the before landing checklist prior to landing and the sic/check pilot said they were busy dealing with the simulated single-engine scenario, congested air traffic, and may have inadvertantly omitted some items on the before landing checklist.
Possible airman/operator corrective action has been reffered to the mke FSDO principal operations inspector (poi) who has oversight of the operator.
As the FAA filed it
ON JUNE 25, 2021, AT 13:37 PACIFIC STANDARD TIME (PST), A ^PRIVACY DATA OMITTED^SD3-60 (N970AA), OPERATED BY ^PRIVACY DATA OMITTED^ EXPERIENCED A GEAR-UP LANDING ON RUNWAY 8R (RIGHT) AT LAS VEGAS MCCARRAN INTERNATIONAL AIRPORT (KLAS). THE TWO CERTIFICATED PILOTS WERE NOT INJURED DURING THE LANDING EVENT AND EVACUATION OF THE AIRCRAFT. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE.
THE 14 CODE OF FEDERAL REGULATIONS PART 91 TRAINING/CHECK FLIGHT DEPARTED NORTH LAS VEGAS AIRPORT (KVGT). SHORTLY AFTER DEPARTURE, THE FLIGHT CREW PERFORMED A SIMULATED ENGINE FAILURE SCENARIO AFTER TAKEOFF (V1 CUT), WITH THE INTENTION OF LANDING SIMULATED SINGLE-ENGINE AT KLAS. THE FLIGHT CONTACTED LAS VEGAS APPROACH AND WAS CLEARED FOR A VISUAL APPROACH FOR RUNWAY 8R. THE AIRCRAFT CONTACTED THE RUNWAY APPROXIMATELY 3,300 FEET BEYOND THE THRESHOLD OF RUNWAY 8R AND SLID 3,060 FEET BEFORE COMING TO A STOP NORTH OF THE RUNWAY 8R CENTERLINE NEAR THE A4 (ALPHA FOUR) HIGHSPEED EXIT.
THE INVESTIGATION AND ON-SITE EVIDENCE REVEALED THE AIRCRAFT CONTACTED THE RUNWAY WITH THE LANDING GEAR IN THE RETRACTED ?UP? POSITION. RUNWAY SURFACE SCORRING CORRESPONDING TO AIRCRAFT STRUCTURE MATERIALS WAS DOCUMENTED AT THE INITIAL CONTACT POINT. AIRPORT SURVEILLANCE VIDEO ALSO CONFIRMS THE AIRCRAFT LANDING GEAR WAS IN THE RETRACTED POSITION PRIOR TO AND UPON LANDING. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE CONFINED TO THE LOWER FORWARD FUSELAGE AND THE LEFT AND RIGHT MAIN LANDING GEAR FAIRING PODS. A CRANE BEING USED TO LIFT THE AIRCRAFT DURING THE RECOVERY OPERATION DAMAGED THE LOWER AFT (LEFT/RIGHT) FUSELAGE STRUCTURE.
THE PILOT-IN-COMMAND (PIC/TRAINEE) AND SECOND-IN-COMMAND (SIC/CHECK PILOT) PROVIDED ORAL AND WRITTEN STATEMENTS WHICH CONCUR TO THE EVENTS LEADING UP TO THE LANDING EVENT. HOWEVER, THE PIC/TRAINEE STATED THE LANDING GEAR WAS VERIFIED IN THE EXTENDED ?DOWN? POSITION WITH ?3 GREEN LIGHTS? INDICATING ALL THREE LANDING GEAR TO BE IN THE DOWN AND LOCKED POSITION PRIOR TO LANDING. THE SIC/CHECK PILOT STATED VERBALLY AND WRITTEN, THE LANDING GEAR WAS IN THE RETRACTED ?UP? POSITION AND THEY SIMPLY FORGOT TO BRING THE LANDING GEAR DOWN PRIOR TO LANDING. THE SIC/CHECK PILOT STATED THAT THE LANDING GEAR AUDIBLE WARNING HORN WAS INHIBITED DURING THE ENGINE FAILURE SIMULATION AND THE FLAPS WERE NOT SELECTED TO THE 30-DEGREE POSITION WHICH IS NORMAL FOR A SINGLE-ENGINE LANDING AND WOULD HAVE BYPASSED THE WARNING HORN DE-ACTIVATION AND ACTIVATED THE LANDING GEAR AUDIBLE WARNING. I VERBALLY ASKED THE CREW AT THE SCENE IF THEY UTILIZED THE BEFORE LANDING CHECKLIST PRIOR TO LANDING AND THE SIC/CHECK PILOT SAID THEY WERE BUSY DEALING WITH THE SIMULATED SINGLE-ENGINE SCENARIO, CONGESTED AIR TRAFFIC, AND MAY HAVE INADVERTANTLY OMITTED SOME ITEMS ON THE BEFORE LANDING CHECKLIST.
POSSIBLE AIRMAN/OPERATOR CORRECTIVE ACTION HAS BEEN REFFERED TO THE MKE FSDO PRINCIPAL OPERATIONS INSPECTOR (POI) WHO HAS OVERSIGHT OF THE OPERATOR.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.