{"version":1,"type":"rich","provider_name":"Libsyn","provider_url":"https:\/\/www.libsyn.com","height":90,"width":600,"title":"411 Vision Jet SF50 Landing Gear Collapse: Wrong Lever After Touchdown +GA News","description":" Max talks with Rob Mark about a classic \u201csimple mistake with big consequences\u201d scenario: a pilot who possibly raised the landing gear handle instead of selecting flaps up during the landing roll in a Cirrus Vision Jet. The event looks minor on the surface\u2014no injuries and the airplane stayed on the runway\u2014but it exposes a human-factors trap that can bite any retractable-gear pilot, especially when you\u2019re trying to be quick and efficient right after touchdown. The discussion centers on the NTSB\u2019s final report for a Cirrus SF50 Vision Jet that landed at Watsonville Municipal Airport (Watsonville, California) on August 9, 2024. The pilot reported a normal approach and landing. Before touchdown, he had the flaps set to 100% and saw three green landing gear indications. Touchdown itself was uneventful. But during the landing roll\u2014right about when braking began\u2014the nose landing gear collapsed. Max and Rob walk through what the data showed. On short final, the airplane was properly configured: flaps at 100% and the landing gear down and locked. During rollout, both weight-on-wheels switches were briefly \u201cunloaded,\u201d and the landing gear handle was raised and then lowered. That sequence unlocked the nose gear and allowed it to collapse. The main gear also unlocked, but it re-locked before collapsing. The probable cause boiled down to an inadvertent control selection: the pilot likely moved the gear handle instead of selecting the flap switch to 0%. From there, they unpack why this kind of error is so believable. The flap selector switch sits below the landing gear handle, and many pilots develop a post-touchdown habit of \u201ccleaning up\u201d quickly. Some of that comes from short-field technique: retracting flaps can put more weight on the wheels, increase braking effectiveness, and reduce stopping distance. But the exact moment you\u2019re tempted to do it is also the moment you have the least spare attention. You\u2019re still fast, directional control still matters, braking is being modulated, and you\u2019re managing the transition from flight to rollout. Add fatigue, distraction, or a slightly different cockpit flow than usual, and a wrong-control grab becomes completely plausible. A big takeaway is that landing isn\u2019t over at touchdown. Many pilots subconsciously relax as soon as the mains touch, as if the hard part is done. In reality, the landing roll is when you still have a lot of kinetic energy and limited margin for distraction. Looking down, changing configuration, or reaching for cockpit controls before you\u2019re stabilized is how small errors turn into big repair bills. Max and Rob emphasize that \u201cpost-landing tasks\u201d are optional until the airplane is clearly under control and slowing. So what should pilots do differently? Their answer is intentionally boring: slow the flow down. On most runways there is no operational need to rush flap retraction during rollout. Keep your eyes outside, keep the airplane tracking straight, and let speed decay. If you choose to retract flaps on rollout, treat it like a checklist item, not a reflex. Touch the correct control deliberately, verify what you\u2019re touching, and use a short verbal callout (\u201cflaps zero\u201d) before you move it. Better yet, tie configuration changes to safer triggers\u2014below taxi speed, after exiting the runway, or after stopping and running the after-landing checklist\u2014so you\u2019re not doing \u201cextra tasks\u201d while still managing high speed and directional control. They also discuss building habits that are resistant to error. If your technique is \u201cas soon as I touch down, I do X,\u201d you\u2019re training your hands to move before your brain has finished verifying the right target. Replace that with a pause that forces confirmation, or a flow that keeps critical controls physically and mentally separated in time. The goal isn\u2019t to be fast; it\u2019s to be consistent and correct. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! 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Get the Free Aviation News Talk app for iOS or Android. Check out Max\u2019s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https:\/\/www.pilotlearning.com\/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation. ","author_name":"Aviation News Talk \u2013 Pilot Stories, Safety Tips & General Aviation News","author_url":"http:\/\/aviationnewstalk.com","html":"