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Aircraft equipment problem. Air carrier making a no flap approach has to make a go around because the flight crew forgot to lower the landing gear.
| Attributes | |
| ACN | 310570 |
| Time | |
| Date | 199507 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : sfo |
| State Reference | CA |
| Altitude | msl bound lower : 400 msl bound upper : 400 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : sfo |
| Operator | common carrier : air carrier |
| Make Model Name | Brasilia EMB-120 All Series |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 7500 flight time type : 2100 |
| ASRS Report | 310570 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : instrument pilot : commercial pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 250 flight time total : 8200 flight time type : 1600 |
| ASRS Report | 310564 |
| Events | |
| Anomaly | aircraft equipment problem : less severe non adherence : published procedure non adherence : far |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance other other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
During a no flap emergency landing at sfo due to a flap computer malfunction, the captain and I were very busy because we were landing at a higher than normal approach speed. So we specifically requested the emergency vehicles be called out. We also had heavy jet traffic on the parallel runway. Somehow we both missed the 'gear down/3 green lights' verification on the landing checklist. I said it out of habit, but failed to visually confirm. The captain also was so involved in the no flap emergency that he overlooked it, too. We did not xchk the '3 green lights' (the only verification we have that the gear is down and locked). It was quite shocking at 200-400 ft AGL to have a ground controller notice and tell us to go around, which we did. We knew immediately as we executed our go around what the problem was. He was definitely our hero. Unfortunately we also never got any gear warnings. Mainly because the GPWS circuit breaker is disabled during no flap lndgs. It also eliminates all gear unsafe warnings. This is a procedure that will be questioned by me, to our training department. (For incorporation into training procedures.) we landed successfully after our go around. It was definitely an experience that changed my life. I really previously believed it would be so difficult to do in an emb-120 with such redundant system and warnings. I feel like stress was a contributor to this incident. Stress caused by the unstable relations between our pilots union and our company. Also the monotony that is caused by flying the same rtes over and over again. One tends to overlook normal procedures when something out of the ordinary happens.
Original NASA ASRS Text
Title: ACFT EQUIP PROB. ACR MAKING A NO FLAP APCH HAS TO MAKE A GAR BECAUSE THE FLC FORGOT TO LOWER THE LNDG GEAR.
Narrative: DURING A NO FLAP EMER LNDG AT SFO DUE TO A FLAP COMPUTER MALFUNCTION, THE CAPT AND I WERE VERY BUSY BECAUSE WE WERE LNDG AT A HIGHER THAN NORMAL APCH SPD. SO WE SPECIFICALLY REQUESTED THE EMER VEHICLES BE CALLED OUT. WE ALSO HAD HVY JET TFC ON THE PARALLEL RWY. SOMEHOW WE BOTH MISSED THE 'GEAR DOWN/3 GREEN LIGHTS' VERIFICATION ON THE LNDG CHKLIST. I SAID IT OUT OF HABIT, BUT FAILED TO VISUALLY CONFIRM. THE CAPT ALSO WAS SO INVOLVED IN THE NO FLAP EMER THAT HE OVERLOOKED IT, TOO. WE DID NOT XCHK THE '3 GREEN LIGHTS' (THE ONLY VERIFICATION WE HAVE THAT THE GEAR IS DOWN AND LOCKED). IT WAS QUITE SHOCKING AT 200-400 FT AGL TO HAVE A GND CTLR NOTICE AND TELL US TO GAR, WHICH WE DID. WE KNEW IMMEDIATELY AS WE EXECUTED OUR GAR WHAT THE PROB WAS. HE WAS DEFINITELY OUR HERO. UNFORTUNATELY WE ALSO NEVER GOT ANY GEAR WARNINGS. MAINLY BECAUSE THE GPWS CIRCUIT BREAKER IS DISABLED DURING NO FLAP LNDGS. IT ALSO ELIMINATES ALL GEAR UNSAFE WARNINGS. THIS IS A PROC THAT WILL BE QUESTIONED BY ME, TO OUR TRAINING DEPT. (FOR INCORPORATION INTO TRAINING PROCS.) WE LANDED SUCCESSFULLY AFTER OUR GAR. IT WAS DEFINITELY AN EXPERIENCE THAT CHANGED MY LIFE. I REALLY PREVIOUSLY BELIEVED IT WOULD BE SO DIFFICULT TO DO IN AN EMB-120 WITH SUCH REDUNDANT SYS AND WARNINGS. I FEEL LIKE STRESS WAS A CONTRIBUTOR TO THIS INCIDENT. STRESS CAUSED BY THE UNSTABLE RELATIONS BTWN OUR PLTS UNION AND OUR COMPANY. ALSO THE MONOTONY THAT IS CAUSED BY FLYING THE SAME RTES OVER AND OVER AGAIN. ONE TENDS TO OVERLOOK NORMAL PROCS WHEN SOMETHING OUT OF THE ORDINARY HAPPENS.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.