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down to flap extension speed, and lowered the gear and flaps
nearly simultaneously. Knowing I needed to lose altitude
quickly, I immediately side-slipped the aircraft until short
final... Once there, I initiated my flare for landing. The next
thing I heard was the ticking of the prop and the scratching
of the airplane fuselage on concrete. My initial thought was
that I did not put my gear down. However, I remembered
doing so [because] I needed the drag. I checked the gear
selector. It was in the down position. Then I remembered that
I had never verified that the gear had actually come down.
How could this have happened? I realized that three systems
must have failed for this incident to have occurred.
First, the actual gear system must fail. This mechanical system
is not foolproof. Indeed, on this night, the electric motor
which drives the hydraulic pump did fail. Therefore the gear
was only partly extended.
Second, the pilot must fail...It was a long day, I was tired,
stressed, and hungry (I had not taken the time to eat), and I
was trying to salvage a poorly planned approach....
And finally, the gear warning system must fail. This is another
mechanical system which is prone to failure. This final
system failed along with the previous system, on the same
approach.
As a pilot, and not a mechanic, I can only improve on the
second system. I’ve determined that the most important
element which could have avoided the human error, was to
have flown a complete landing pattern. To fly a pattern
appropriately and successfully, I would have lost altitude
before...descending into the pattern...Before this incident, I
flew the pattern only if other traffic was in the area. However,
I now realize that the pattern serves a purpose other than
keeping aircraft sequenced; it helps to distribute and organize
tasks required for landing. Each element has its proper
place...
Also, I did not mention the checklists. I did complete the
“GUMP” checklist. However, I rushed through the list. Instead
of verifying each action, I performed the task almost
simultaneously. A checklist is no good if performed in this
manner. It is not only important to perform the actions, but
the actions must be accomplished correctly and verified.
Number 188 January 1995
CCAALLLLBBAACCKK

 From NASA's Aviation Safety Reporting System�
To escape the harsh northern winters, “snowbirds,
and some pilots, fly south.
(pilots, that is!) get tangled in the ADIZ trap.
From the Bahamas: I flew through the ADIZ [Air Defense
Identification Zone] without knowing that mandatory flight
was questioned by U.S. Customs officials about
his lack of a flight plan, even though he was
talking to the customs office throughout his
flight. File and call customs and
whoever else (Coastal ATC) and let them know
what your intentions are.
munication between government agencies!
p
Snowbirds
Winter’s Tales...
Unfortunately, a few His advice:
Avoid the lack of complans,
whether [the aircraft is] landing or not, are to be filed.
From the Florida Keys: I noticed a local NOTAM outlining
required DVFR flight plan filing for all flights into and out of
the Keys... Most pilots would be unaware of the ADIZ
crossing within the same state (i.e., coastline of Florida to
Florida Keys).
The ADIZ is an area of airspace in which ready
identification, location, and control of civil aircraft is
required in the interest of national security. FAR 99,
“Security Control of Air Traffic,” outlines procedures for
aircraft operation associated with an ADIZ. Sectional charts
may carry a variety of notations regarding the ADIZ, from
warnings (“National Defense Operating Area”) to
instructions (“Report to FAA Radio prior to entering ADIZ”).
But some sectional charts displaying coastal or border areas
have no instructions or information at all.
Pilots operating aircraft into, within, or across an ADIZ
must file a flight plan with a Flight Service Station or other
ATC facility. Aircraft on an IFR flight plan automatically
conform with this ADIZ regulation. VFR aircraft must file a
DVFR (Defense Visual Flight Rules) flight plan and comply
with specific time- and position-reporting requirements.
Take AIM. The Airman’s Information Manual (Paragraph
5-90) explains the aircraft equipment and reporting
requirements for ADIZ flights, and offers this further
caution: “An airfiled VFR flight plan makes an aircraft
subject to interception for positive identification when
　
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