PA-28R Cherokee Arrow All Series
Flight Crew Private
Flight Crew Last 90 Days 38; Flight Crew Total 83; Flight Crew Type 83
Troubleshooting; Workload; Situational Awareness; Human-Machine Interface; Distraction
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors; Aircraft
We were approximately 20 miles SE of the airport in the mountains on a sight-seeing flight. I was PIC (Pilot In Command) and the only pilot on board with 2 passengers. At 4;500 MSL the AWOS was intermittent because of the mountains. The MEF (Maximum Elevation Figure) on the sectional chart was 4;400 MSL and I was working my around some shorter hills. While experiencing some lighter bumps over a ridge; the 'GEAR IN TRANSIT' annunciator light lit up. I immediately checked to make sure I hadn't selected the gear handle down because we were too far away from the airport to have the gear down. The selector handle was still in the 'GEAR UP' position so my next instinct was to grab the emergency gear override and hold it in the 'UP' position to keep the gear from extending so far out. I checked the circuit breaker and everything seemed normal. I cycled the gear down and got 3 green lights and when cycled back up the green lights went away but the transit light never turned off. The AWOS suddenly kicked in and led me to decide on Runway 8 which meant I would cross the airport midfield and enter a tear drop for a left downwind to Runway 8. On the sectional I saw the altitude as 1;907 and decided to over fly the field at 2;500. In my mind 1;907 was pattern altitude and not the airport altitude. My mind was still on making sure my gear didn't fall down and create more drag for me that far away from the airport. About 1.5 miles to the south of the airport I once again communicated on the CTAF of my intentions to over fly the field at 2;500. One aircraft said they were back taxiing and going to depart Runway 8. As we approached the airport I felt like I was too low even though I was at 2;500 and then realized my mistake by how well I could see details on the ground. I quickly announced my intentions to climb up to traffic pattern altitude of 2;900 feet just before reaching the south side of the airport pattern which meant I was then climbing into the pattern instead of already being at the correct altitude. Directly over the runway we were back to 2;900 feet and I continued out to do a right hand turn and enter a tear drop to the left downwind. The gear came down fine and we landed safely. The combination of trying to troubleshoot an annunciator light while listening to incoming traffic and the intermittent AWOS left me to be distracted and mixing up proper altitudes for the pattern.Better self-briefing prior to arrival to an airport would have greatly reduced the chance of this occurring. Along with remembering that I had plenty of fuel and could have circled at a safe altitude to troubleshoot and then with a clearer mind come up with a plan to land at the airport normally.
PA28 pilot reported entering airport traffic pattern at incorrect altitude.