Gear up landing

[laytonl]

http://romenews-tribune.com/pages/full_story/push?article-Plane+fails+to+put+down+landing+gear-+no+one+injured%20&id=21208096

 

http://kstp.com/article/stories/s2876553.shtml

 

http://kathrynaviationnews.com/?p=126763

 

all in the last 2 weeks.....perhaps, their heads were somewhere else for atleast 2 of them. 1 sounds mechanical

 

The first gear-up mentioned in the above list was my partner.  He said it was extremely windy and he elected to land with partial flaps and was carrying extra speed due to gusty conditions.  The airport changed runways as he was approaching to land and he made the last minute switch to the runway, which got him out of his landing routine.  He knew he was approaching faster than normal, but thought it was intentional.  He also said it was one of his better landings!  It just happens there is a MSC on the field at Rome (Joey Cole) so they will be making the repairs.

 

Ironically, we had already decided to end the partnership and put the airplane up for sale.  I've already purchased another J, so N201BN is for sale.  Engine is off for inspection, a new prop has been ordered.  The damage to the airframe is very minimal. 

 

Lee

[RJBrown]

When something disrupts the routine any mistake can happen. I try to configure so the gear is what gives me the decent. 14"-15" and 90 knots wont come down without gear. In the pattern Abeam the numbers I am already configured to land except for gear and flaps. I drop gear and put flaps to takeoff position. Now the plane descends. Or on an approach as I reach the glideslope I drop gear and flaps. Any unusual approach calls for special awareness of gear. Gumps at the point I drop gear. Gumps at turn to final/inner marker and gumps at 50 '. Touch the gear handle, scan the dash indicator and check the floor at each of 3 gumps. If you have to forget 9 times it makes it hard to land gear up. If the birdy on your shoulder says something is wrong check the gear first. That uneasy feeling of "what did I forget" gets me another gear check. Forgetting to switch tanks, forgetting to set mixture, forgetting to push in prop knob even forgetting to drop flaps will not be a big deal. The Only Big Deal is the gear.  If you feel rushed Check the gear. IF ANYTHING FEELS ODD CHECK THE GEAR. There are many procedural mistakes we can make that might not bite us. Gear will bite every time.

 The absolute worst thing for me would be to put down the gear and for some reason put it up again. Then in my mind I already put it down and doing it a second time would make it easier to forget.

[Alan Fox]

A lot of Bonanza guys have a rule to never put flaps in before the gear comes down. The extra drag of the flaps can mask the fact the gear is not down. I dont use it as a hard rule, but its good practice.  One instance it doesnt work well is an instrument approach. I dont like configuring the airplane on the glideslope, so I put in flaps at glideslope alive.

Also the gear speed is usually substantially faster than the flap speed making it a no brainer...

[kgbpost]

 The absolute worst thing for me would be to put down the gear and for some reason put it up again. Then in my mind I already put it down and doing it a second time would make it easier to forget.

 

I agree 100%. In my example that's the main point I was trying to make. If I had descended below pattern altitude on the visual i would have treated it as a go around and gone back to the beginning. But because I was still at or above pattern when the approach was changed on me I left the gear down, which led to my CHTs climbing do to my unplanned tour of north Phoenix. When I did retract the gear I remember putting my chart clip on the glareshield to remind myself I had departed from SOP. In hindsight I would have treated being called off the approach as go-around irrespective of my altitude. It happens. Brian

[kgbpost]

Also the gear speed is usually substantially faster than the flap speed making it a no brainer...

 

Shooting an approach in icing conditions is another scenario in which i would certainly consider using some flaps and delaying gear extension to FAF inbound. I'm not 'known ice approved' nor would i consider flying a light single in icing conditions even if I was, but some do.

[kgbpost]

The thing that has me reflecting and posting on MooneySpace when I should be working is 'Complacency', which has me giving deep thought to how i operate my airplane, and everything else in my life for that matter. here's why...may I digress... 

 

My daughter has become a very experienced and accomplished young horsewoman. So much so that all she ever hears from everyone who sees her ride is how great she is. And she truly is gifted and makes it look easy for sure. Lately, ironically, I have been somewhat concerned that this might go to her head...that she may let her guard down a little. Well, guess who got to go to the ER last week because she got kicked by a horse...yep you guessed it. It wasn't the newbie that's still a little afraid of them still, it's the unlikeliest of victims according to conventional wisdom.

 

That's why when I hear terms like 'no-brainer' and 'that only happens to the other guy'  I cringe. Luckily the whole experience has me hitting the books again. I'm determined not to get caught with my pants down. I've survived alot of hours without a ding, and will use the experiences of others shared here and elsewhere to try and keep it that way.

 

And yes my daughter will be fine after we straighten her nose and get her a couple new teeth, Thank You. She got lucky, some don't get a second chance. Brian

[fantom]

How very true.....there are NO 'no-brainers' when it comes to flying, and EVERYONE has a brain fart once in a while. Most of the time luck prevails, but study, regular re-currency and preparation are a much more certain fixes.

 

That's why when I hear terms like 'no-brainer' and 'that only happens to the other guy'  I cringe. Luckily the whole experience has me hitting the books again. I'm determined not to get caught with my pants down. I've survived alot of hours without a ding, and will use the experiences of others shared here and elsewhere to try and keep it that way.

[Dale Logsdon]

My mooney has a gear alert system installed . It has a sensor installed on the belly that detects the distance from the ground. When you get closer than 150' a nice female voice comes over the speaker and says " CHECK LANDING GEAR..CHECK LANDING GEAR".

[Marauder]

My mooney has a gear alert system installed . It has a sensor installed on the belly that detects the distance from the ground. When you get closer than 150' a nice female voice comes over the speaker and says " CHECK LANDING GEAR..CHECK LANDING GEAR".

Who makes it?

[Dale Logsdon]

my STC paperwork says it is a Gear Alert System P/N 2037 made by Aircraft Componets of Safety Harbor Fl.

Did a quick search of the internet and didn't find them but the system is advertised in the Aircraft Spruce catalog for $1,438.00.

[1964-M20E]

My mooney has a gear alert system installed . It has a sensor installed on the belly that detects the distance from the ground. When you get closer than 150' a nice female voice comes over the speaker and says " CHECK LANDING GEAR..CHECK LANDING GEAR".

I have a voice warning too but it is based on throttle position. I like this. However, I think the gear warning should be a drill sergeant type voice loud and powerful to get your attention. I've been programmed for 22 years to initially and temporarily ignore a woman’s voice. :-)

[FloridaMan]

I have a voice warning too but it is based on throttle position. I like this. However, I think the gear warning should be a drill sergeant type voice loud and powerful to get your attention. I've been programmed for 22 years to initially and temporarily ignore a woman’s voice. :-)

 

Purchasing the "Mr. T" voice for the tomtom GPS in my car was worth every penny. "In two hunded yards, turn LEFF. DENNNN, Take the motorway. MR. T DON't GET NO TICKETS!"

 

"TURN 'ROUND WHEN POSSIBLE. DON'T DISOBEY ME. DON'T MAKE ME GET OUT DIS MACHINE CAUSE I WILL!"

[richardheitzman]

The best and surest way that I use for making sure I put the gear down, is no matter what, I say allowed mid field on the down wind "GEAR DOWN, CHECK LOCK" and I put down the gear then when I turn final and I roll out of the turn I say again "GEAR DOWN AND CHECK LOCK' with my hand on the gear handle, and my eyes on the green light. If I have to fly a straight in approach, I call out "GEAR DOWN, CHECK LOCK" 3 miles from the airport, then when I am on short final I again say "GEAR DOWN, CHECK LOCK".

 

Airplanes fly very well with the gear out. I am not trying to save fuel, or hurry my landing. My gear is out and down long before most people think about putting them down. I feel that for me, it takes one item off the check list early, and keeps me safe.

 

Just my two cents.

 

R

[dcastor]

I am pretty good about following the checklist, and I'm always looking at power setting and speed.  Still short final I always get the nagging feeling to doublecheck the gear...it's never been up!

[jlunseth]

I have the Icarus SAM that gives vocal alerts.  For the gear, you can choose between "GEAR! GEAR!" and "GUMPS."  I use GUMPS.  When I was working on my commercial I went to a small rural airport to work on power off 180's.  There was a guy in the grass next to the runway using an ultralight.  There was another aircraft, a Mooney, on the taxiway.  He was not broadcasting, but it was obvious he was trying to figure out which way I was going to land.  It was a calm wind day so not clear.  He went one way on the taxiway (which would have had him taking off into me, if he had attempted a takeoff), then he went the other way.  With all this going on and me trying to keep track of the circus on the ground and the throttle full back, I was 50' above the runway before I realized the gear was still up.  Let's hear it for the fence check, I was a little late doing it but better late than never.  I did a go around and went someplace else where it was not such a zoo.  The power off 180 is a high task load maneuver anyway, and then having distractions on the ground does not help. 

[rbridges]

my gear up indicator is the earth grinding against the aluminum belly pan on my plane.  

[DaV8or]

my gear up indicator is the earth grinding against the aluminum belly pan on my plane.  

 

How many times have you heard it go off?

[rbridges]

How many times have you heard it go off?

 

none so far.  some guy in 1966 wasn't so lucky--did a gear up shortly after the plane rolled off the assembly line.

[bonal]

The fast guys have the speed brakes that come out the top of the wings. mine drop from the bottom and I cant use um till i hit 120 and i cant land until 80 and i cant get to 100 or 80 no less until i drop those big rubber speed brakes.  But I still GUMPS out loud on every aproach.

[WardHolbrook]

I believe your best (only) defense against landing gear up is to establish and follow a proper routine...

 

1. Use a checklist.

2. Back up the checklist with a flow.

3. Hands on the landing gear selector until you confirm the gear is in the desired position - up or down.

4. Perform a short final check.

5. Realize that many (most?) gear up incidents occur immediately after an unusual or unexpected event such as a go around or missed approach. That's the time to become VERY deliberate in your actions and to make your you keep to the checklists. A go around or missed approach means that you start over on the "After Takeoff" checklist and work your way forward to the "Before Landing" checklist. 

[flyboy]

When something disrupts the routine any mistake can happen. I try to configure so the gear is what gives me the decent. 14"-15" and 90 knots wont come down without gear. In the pattern Abeam the numbers I am already configured to land except for gear and flaps. I drop gear and put flaps to takeoff position. Now the plane descends. Or on an approach as I reach the glideslope I drop gear and flaps. Any unusual approach calls for special awareness of gear. Gumps at the point I drop gear. Gumps at turn to final/inner marker and gumps at 50 '. Touch the gear handle, scan the dash indicator and check the floor at each of 3 gumps. If you have to forget 9 times it makes it hard to land gear up. If the birdy on your shoulder says something is wrong check the gear first. That uneasy feeling of "what did I forget" gets me another gear check. Forgetting to switch tanks, forgetting to set mixture, forgetting to push in prop knob even forgetting to drop flaps will not be a big deal. The Only Big Deal is the gear.  If you feel rushed Check the gear. IF ANYTHING FEELS ODD CHECK THE GEAR. There are many procedural mistakes we can make that might not bite us. Gear will bite every time.

 The absolute worst thing for me would be to put down the gear and for some reason put it up again. Then in my mind I already put it down and doing it a second time would make it easier to forget.

Excellent post. I never thought of it exactly that way, the only thing that really bites is the gear, it will bite every time, and it bites HARD.

[Mooneymite]

Gear down.....everything else is a detail.  

[gsxrpilot]

Some of the best advice I've heard is to never sit there and listen to the gear alarm.  If the gear alarm goes off, stop whatever you're doing at that time and turn the gear alarm off.  There are two ways to silence that alarm, 1 add power or 2 put the gear down.  Don't wait telling yourself you'll get to it.  If you hear the horn, turn it back off immediately.

 

Oh and keeping your hand on the gear lever until it's fully down... Pretty essential on my C.

[jetdriven]

Good advice to keep your hand on the lever until gear up or down is confirmed, Ward. I have been flying for 25 years, and was taught this years ago, but it has since been lost. Thanks for the reminder.

Excellent advice. In the J I throw the gear handle down them put my fingers on the edge of the glare shield until I get a green light, because that switch feels flimsy. Also I get the "500" call from the aera which is a second reminder and the last chance is ove the threshold whet I confirm flaps and gear are down. Works in everything from the single engine complex, 421s, and the 747 as well.

[mike_elliott]

Hi, Byron. I remember reading on the MAPA List years ago about a pilot new to Mooneys, or electric gear Mooneys any way, not realizing that you have to pull the electric gear switch out a bit before moving it up or down. Anyway, he managed to break the gear switch off by applying too much force to it so you are absolutely right to be concerned about the strength of the switch. I like your glare shield method. I'll give it a try.

 

Poor Tony...years later his legacy of busting the gear switch still haunt him. He didn't gear up the plane in his defense.

 

Tony, if your on this forum, I feel for you, buddy. Maybe another 10 years we will forget Naaaaawwww....makes for a funny story