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Date: Sun, 05 Jul 2009 14:38:46 -0400
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Subject: Re: Gear Up
From: lalcorn@natca.net
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I do not think there is any one perfect solution to this problem, but I do =
believe crew resourse managment, which also applies when you are by yoursel=
f, is one of the better ideas.  There are numerous instances of multi thous=
and hour flight crews landing gear up with the gear warning horn screaming =
in the background.  I recalled just a couple years ago a 747 on final to JF=
K and the controller spotted the gear not down, and you can hear the horn g=
oing off in the ATC transmitions and it took the controller to spot the gea=
r and multiple radio calls to convice the crew the gear was not down and to=
 go around.  Just like someone said about the legacy not slowing down, I us=
ed to teach in the 747-400 and I don't know how you could get that plane on=
 final without the gear down other than completely ignoring all standard op=
erating procedures and checklists, but it does happen.  Since I fly alot of=
 different aircraft, from my early days I have beat into my head a GUMPS ch=
eck on base, final and short final.  Even in fixed gear aircraft I call out=
 this procedure verbally either with someone or by myself, and I still find=
 myself checking the gear position as I am starting my flare.  I believe th=
at only doing it once, a simple distraction is all it takes to miss it, but=
 doing it 3 to 4 times, throughout the approach profile, either IFR or VFR,=
 you should catch it at some point.  When shooting approaches, I always do =
gear and flaps at the FAF, then I do a 1000ft call, checking for a stabiliz=
ed approach and landing checklist again, then at minimums a last GUMPS chec=
k.  Nothing is perfect, but maybe this could help.  I have not had my gearu=
p "yet", but I keep beating procedures into my head and recognize when I am=
 distracted, reset my brain and start again.  Most airline CRM procedures a=
re much easier in a two crew cockpit with someone else to run the checklist=
s and the pilot flying to respond, but there are alot of good points that c=
an be adapted to single pilots operations.=0A=0AFly safe=0ALuke Alcorn=0A=
=0A