Indianapolis, IN, USA
N613TX
TTX Air LLC Lancair
The pilot and flight instructor were conducting takeoffs and landings in the airport traffic pattern when the incident occurred. The pilot stated that, during the incident landing, he lowered the landing gear selector handle while on the downwind traffic pattern leg, abeam the runway end. The pilot stated that he intended to execute a no-flap, full-stop landing and that, because he was concentrating on the no-flap landing, he might not have properly verified the landing gear position before landing. The pilots recalled hearing the landing gear aural warning as the airplane entered the landing flare with the engine power at idle. The airplane contacted the runway before a go-around could be initiated. The landing gear extension/retraction system and the landing gear position indicator lights operated normally during a postincident examination. During the examination, the landing gear aural warning system activated at a simulated airspeed of 100 knots.
On February 21, 2013, about 0930 eastern standard time, a TTX Lancair Evolution airplane, N613TX, sustained minor damage during a gear-up landing at the Eagle Creek Airpark (EYE), Indianapolis, Indiana. The pilot and flight instructor were not injured. The airplane was registered to and operated by TTX Air, LLC, under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from EYE about 0910.The pilot reported that they were conducting takeoffs and landings in the airport traffic pattern when the incident occurred. He noted that the first two landings were uneventful. He stated that after the third takeoff, the landing gear position indicator lights remained green (indicating gear down) after the selector handle was moved to the retracted position. The selector handle was cycled and the landing gear appeared to retract normally at that time. The next landing and takeoff were routine. The pilot stated that on the next landing, he intended to execute a no-flap (flaps up) full stop landing. He stated that the landing gear selector handle was lowered on the downwind traffic pattern leg, abeam the end of the runway. The pilot noted that becoming fixated on the requirements of the no-flap landing likely precluded his confirmation of the landing gear position; three green indicator lights. He recalled hearing the landing gear warning tone as the airplane entered the landing flare with the engine power at idle. This was shortly before the airplane contacted the runway with the landing gear retracted. In his report, the pilot noted a breakdown in crew resource management and checklist usage. The flight instructor reported that the pilot selected landing gear down abeam the landing point on the runway while on the downwind leg of the traffic pattern. He noted that they were focused on maintaining the proper airspeed and approach angle. He did not recall verifying the landing gear position indication. As the airspeed decreased below 95 knots on final approach, he became aware of the landing gear warning tone. However, the airplane began to contact the runway before he could initiate a go-around. The airplane came to rest with the landing gear retracted in the grass area, about 30 feet east of runway 3. The airplane traveled about 1,844 feet from the initial touchdown point to the final resting point. Two runway lights were damaged during the runway excursion. A postincident examination of the landing gear extension/retraction system did not reveal any anomalies. The extension/retraction cycles were initiated with the cockpit landing gear selector switch. The landing gear position indicator lights operated normally during the examination. The landing gear aural warning system activated at a simulated airspeed of 100 knots.
The pilots' failure to verify landing gear extension before landing.
Source: NTSB Aviation Accident Database
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