Narrative:

I was engaged in a demonstration flight to a prospective new owner of a BAC167 turbojet trainer, licensed in the experimental exhibition category. The purpose of the flight was for basic familiarization in the type. A number of touch-and-go lndgs were executed. On the final approach, the PF was distraction, due to potential conflicting traffic on long final. As a result, an unusual pattern was flown. As PIC, I directed the PF to perform the tasks of power management, spoiler deployment, flaps and landing gear extension, in a much more rapid sequence than normal. A close-in, high final approach was flown with the engine unspooled, at flight idle. During the flare, I recognized a lower attitude than normal and looked at the landing gear indicator to confirm wheel position. I instinctively knew that the wheels were not down but wasted approximately 2-3 seconds seeking confirmation from the gear indicator system. As the flare continued, antennae and flaps began dragging on the runway further decelerating the aircraft. A late attempt at full power was made but the engine response was not sufficient to go around. When the aircraft was in full contact with the runway, I, as PIC, commenced engine and system shutdown and guided the airplane down the runway centerline using the rudder. The aircraft was successfully abandoned and there was no personal injury. Further, the damage to the airplane was minimal. Conclusions: the problem arose because the normal sequence of events (of a 'normal' landing pattern) was interrupted. A contributing factor was that the PF was very unfamiliar with this airplane. Further contributing is that this aircraft has no aural/visual landing gear warning system linked to throttle or flaps. Human performance considerations: poor perception by PIC of the PF's ability. Poor judgement of PIC in not terminating an 'unusual' approach.

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Original NASA ASRS Text

Title: DURING DEMONSTRATION OF BAC167 ACFT TO POSSIBLE NEW OWNER, THE FLC NEGLECTS TO EXTEND LNDG GEAR. WHEN NOTICED, IT WAS TOO LATE TO SPOOL UP THE ENGS FOR A GAR.

Narrative: I WAS ENGAGED IN A DEMONSTRATION FLT TO A PROSPECTIVE NEW OWNER OF A BAC167 TURBOJET TRAINER, LICENSED IN THE EXPERIMENTAL EXHIBITION CATEGORY. THE PURPOSE OF THE FLT WAS FOR BASIC FAMILIARIZATION IN THE TYPE. A NUMBER OF TOUCH-AND-GO LNDGS WERE EXECUTED. ON THE FINAL APCH, THE PF WAS DISTR, DUE TO POTENTIAL CONFLICTING TFC ON LONG FINAL. AS A RESULT, AN UNUSUAL PATTERN WAS FLOWN. AS PIC, I DIRECTED THE PF TO PERFORM THE TASKS OF PWR MGMNT, SPOILER DEPLOYMENT, FLAPS AND LNDG GEAR EXTENSION, IN A MUCH MORE RAPID SEQUENCE THAN NORMAL. A CLOSE-IN, HIGH FINAL APCH WAS FLOWN WITH THE ENG UNSPOOLED, AT FLT IDLE. DURING THE FLARE, I RECOGNIZED A LOWER ATTITUDE THAN NORMAL AND LOOKED AT THE LNDG GEAR INDICATOR TO CONFIRM WHEEL POS. I INSTINCTIVELY KNEW THAT THE WHEELS WERE NOT DOWN BUT WASTED APPROX 2-3 SECONDS SEEKING CONFIRMATION FROM THE GEAR INDICATOR SYS. AS THE FLARE CONTINUED, ANTENNAE AND FLAPS BEGAN DRAGGING ON THE RWY FURTHER DECELERATING THE ACFT. A LATE ATTEMPT AT FULL PWR WAS MADE BUT THE ENG RESPONSE WAS NOT SUFFICIENT TO GAR. WHEN THE ACFT WAS IN FULL CONTACT WITH THE RWY, I, AS PIC, COMMENCED ENG AND SYS SHUTDOWN AND GUIDED THE AIRPLANE DOWN THE RWY CTRLINE USING THE RUDDER. THE ACFT WAS SUCCESSFULLY ABANDONED AND THERE WAS NO PERSONAL INJURY. FURTHER, THE DAMAGE TO THE AIRPLANE WAS MINIMAL. CONCLUSIONS: THE PROB AROSE BECAUSE THE NORMAL SEQUENCE OF EVENTS (OF A 'NORMAL' LNDG PATTERN) WAS INTERRUPTED. A CONTRIBUTING FACTOR WAS THAT THE PF WAS VERY UNFAMILIAR WITH THIS AIRPLANE. FURTHER CONTRIBUTING IS THAT THIS ACFT HAS NO AURAL/VISUAL LNDG GEAR WARNING SYS LINKED TO THROTTLE OR FLAPS. HUMAN PERFORMANCE CONSIDERATIONS: POOR PERCEPTION BY PIC OF THE PF'S ABILITY. POOR JUDGEMENT OF PIC IN NOT TERMINATING AN 'UNUSUAL' APCH.

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.