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Fred directed both domestic and international operations for
fifteen years. Having completed numerous manufacturers’
training courses on aircraft systems and engines in addition to
his extensive operational experience, Fred specializes in analysis
of reports from maintenance personnel and other report
submissions having a maintenance component.
Depending on the season, when Fred is out of the office the
sign on his door reads, “Gone Fishing” or “Gone Skiing.”
Meet the Staff
Fred Olenak
Thorough
training by
competent
personnel
is the basis
for safety
and
proficiency
in all
aspects of
aviation.
As an ongoing process, training helps controllers,
dispatchers, flight attendants, maintenance
technicians, and pilots maintain a high skill level
and also ensures that they are familiar with the
latest developments in equipment and procedures.
But, by its very nature, the training environment
can be susceptible to mishaps. As the following
ASRS reports show, when distraction and fixation
enter the picture, especially in flight training, an
unintended lesson may result.
The following two incidents involve simulated engine-out
approaches in which the student pilot was trying to
extend the aircraft’s glide. Since it is easy for the student
to fixate on mastering a skill or resolving a problem, the
instructor has to be able to multi-task — to monitor the
student and the aircraft, and to maintain situational
awareness.

I was administering a commercial pilot practical test.
The applicant’s first approach and landing were very good.
He made a touch-and-go and failed to extend the landing
gear for the second approach. I saw he was delaying
extension to help extend his glide on a 180 degree power-off
approach. We became accustomed to the gear horn and I
let myself get distracted by an aircraft approaching the
parallel runway. As we overshot our turn, we had to s-turn
back onto a very short final. Suddenly, I realized the gear
was up. I took the controls, and initiated a go-around.
Before I could arrest the descent, the aircraft touched the
runway, breaking the marker beacon antenna and
abrading the very tips of the prop blades. Too close! I’ve
amended my procedures to: 1) terminate marginal
maneuvers earlier, 2) allow no operations below pattern
altitude with the gear up....

My instructor and I were practicing engine-out
procedures and landings on Runway 18.... We noticed an
aircraft turning from base to final.... We chose to extend
the downwind leg. When we turned final, my instructor
pulled the power. All of my attention was focused on my
airspeed and making the runway. I did my GUMPS (Gas,
Undercarriage, Mixture, Prop, Switches [or Seatbelt/
Shoulder Harness]) check, but did not confirm that the
gear were down. We touched down just past the numbers
and heard a loud screeching sound. At that point we
realized what had happened....
From the instructor’s report on the same incident:
I should have made the decision to abort the 180-degree
engine out [approach] and made a go-around. We both
learned what happens if you are distracted from your
basic habit pattern.
Engine Out and Gear Up

It was a cross-country training flight and I did not
check the fuel after the student was done with the
preflight. We took off with less fuel than was needed to
complete the flight. I watched the student navigate and
then we did a touch and go at ZZZ. On climb out, the
engine began to quit. I took over, tried to restart the engine,
contacted ATC, and made an off-field landing.
Contributing factors were that I did not check the fuel
gauges and that the student was a private pilot with an
instrument rating. I relied too much on the student’s
judgment.
This report shows that the instructor’s perception of the
student’s ability can have a significant affect on the
outcome of a flight. Too much faith in the student’s ability
led to a fuel exhaustion incident.
This check captain was apparently so Intent On Educating
a first officer that a controller handoff went In One Ear...
and out the other.
IOE Incident

I was giving IOE (Initial Operating Experience)
instruction while at cruise altitude and proper radio
vigilance and situational awareness suffered as a result of
instruction. We apparently missed an ATC hand-off....
When we contacted Center on the frequency we had been
monitoring they didn’t know who we were and advised us
　
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