Gear lever and wheels down is one thing, but without hydraulic pressure the gear might not be locked down, which is what this accident sounds like. You want those locks in place before setting the airplane back on its wheels. We visually checked those locks.
I'd thought so, so thanks for confirming! ps when people say accept that mistakes happen, is this a mistake that one would consider lightly/worth accepting?
awesome thanks!
the emergency extension procedure is: gear lever down, hold down the override to let hydraulic pressure to release gear and let gravity do it's work.
If I don't follow procedures and violate something as "simple" as a TFR I lose my license.
I don't take it as you should "accept" the mistake, but simply that mistakes happen, you can't back, so move forward and ensure the shop takes care of that mistake to your satisfaction. But without the shop here to give their side of what happened its hard to judge how it happened without any more detail. However, I can tell you that after performing mx for many years on both airplanes and helicopters, most mechanics will feel like they just got hammered in the gut and will continually replay this event over and over of where they fkd up. And I've been there myself. Regardless, follow the advices here and ensure the shop gives you the results you want.
thank you for that perspective bell206, to me its bit like bringing car into the shop for new tires and get it back with a scratch and dent in the door. but the tires are shiny
I'll see how it comes back and will share some more detail here. I don't want to feel AP/IA reluctant handling a plane either, though at the same time, being charged $140/hr mwah...(seems like rate on higher end no?) Hopefully they have some conversations amongst them as you indicate, and lessons learnt I dont want to pay for with my (family's) life... Orginally it seems they are writing this event off as a no biggy. They take it more seriously now at least...
thank you for that perspective bell206, to me its bit like bringing car into the shop for new tires and get it back with a scratch and dent in the door. but the tires are shiny
You want to have it inspected before they "repair" it.
^^^THIS^^^
Something not right about this scenario. Even with the switch up, the weight on the wheels should prevent the gear from trying to retract.
Nah. This is what trolling looks like.
It is been a long while since I inspected an Arrow, but I am pretty sure that the emergency extension checklist has you putting the gear lever in the down position. Further, I am really sure that the first thing that the mechanics should have checked once the gear dropped is whether all three locked down. That is the whole point of the test. I am also very certain that there is a squat switch which would have kept the gear from trying to retract. I also can't figure out why the master would be on just to move the plane. In short, if you properly relayed what they told you, then they are hiding something as this doesn't add up.
So in just two years they've lied to you and dropped your plane?generally they deliver quality work albeit it being for top dollar (140/hr and decent markup on parts).
one time they burnt the coil pack of my EIS and it cost me $1500 to have it repaired as it was said it was caused by a failed spark plug that later on came out clean on 2nd opinion.
I am more than aware that plane ownership is not cheap, but its more the safety aspect I am concerned with, precisely to your point, this girl was clean until that. and as you say, arrow and wing is another thing.
at this moment I have let them know my confidence is a bit shattered and I hope for a great perfection job with new pitot and knots2u wing seal that got cracked and I hope they'll deliver.
I am with them for a little over 2 years now btw to answer that q...
Thanks @Dan Thomas !!! I appreciate the explanation and education. That’s seems similar to most other gear I’ve dealt with, and a fairly simple operation. I bet the shop adds a step to their ops checks to ensure the gear is locked upon extension.
As if an airline pilot that can afford to own a Stearman needs to save a quart of fuel at the expense of gaining a reputation as a jerk.
Dan, you missed the sarcasm aimed at Roller, the perfect pilot.
Eh, if the gear handle is up and the power is on, the locks aren't going to mean much. The only thing that keeps the gear from folding immediately is that the weight on the overcenter part makes it impossible for the hydraulics to overcome. Bounce it over the edge of the hangar door lip or something and you can get it to fold.
Very possibly. But why on earth would the power be on if the sequence was handled in the normal order. Crazily obsess over the combination of power and gear handle in the shop.
Again, that we can't explain. As I mentioned in my plane, the check gear handle down is in my checklist about three times before you get to the place where it could possibly be a problem.