EAA Sport Aviation - September 2010

They say there are only two kinds of retractable-gear pilots: those who have landed gear-up, and those who will. This tongue-in-cheek comment reminds us that unintended gear-up landings are easier to commit than we might realize. When situations occur that distract us from our normal routine, it’s easy to end the flight with an unplanned “short-field landing.”

ROUTINE PROCEDURES

Checklists are the first line of defense against gear-up landings, but routines can help as well. If we’re in the routine of always putting the gear down at the same point in a flight, then we’re less likely to miss or forget that step. If we use landing gear extension as a tool for controlling the aircraft, we’re even less likely to forget.

For instrument pilots, the landing gear is often used as a tool to initiate descent on an approach. For example, many pilots will slow the plane down to an approach speed in level flight, and then extend the landing gear to initiate a descent. In most light aircraft, the landing gear adds just enough drag to depart level flight and start down a standard 3-degree glide slope without touching the throttle. Even on a non-precision approach, many instrument pilots will configure the airplane for level flight, and then extend the gear to initiate a descent.

For other pilots, the standard procedure is to extend the landing gear on the downwind leg as they complete their pre-landing checklist. Keep in mind that at busier airports (towered or non-towered), distractions can abound once we’ve entered the pattern, and the prospects of distraction are heightened. For that reason, we might consider completing the pre-landing check before entering the pattern.

Checklists are the first line of defense against gear-up landings, but routines can help as well.

Regardless of the specific procedures we apply, we should give ourselves at least two or three chances to get the gear down. The pre-landing check is an obvious necessity, but a pre-landing, over-the-fence reminder could be the ticket to saving the day. If we make it a habit to always check fuel and gear on final, we increase the odds of a safe arrival.

MANAGING MURPHY

While distractions and incomplete pre-landing checklists are a common cause of gear-up landings, Murphy’s Law often comes into play. Any number of events and conditions, including electrical problems, mechanical failures, and even environmental conditions such as frozen slush, can conspire against gear extension.

Consider the case of a Lancair 360 pilot who was attempting to land at Felts Field (SFF) in Spokane, Washington, one morning this past July. According to the NTSB report, the pilot had experienced an electrical problem and wasn’t certain whether his gear was down and locked. On short final, the tower told him to “go around” because another aircraft was on the active runway.

Still uncertain about his gear as he came around the patch a second time, the Lancair pilot opted for a low approach “to feel if the gear would touch the runway.” Not feeling it touch, he made a second go-around.

Murphy’s Law was now in full force. The
electrical system had now completely failed,
and without a radio, the pilot had no way to
communicate with the tower or get further
assistance. The mechanical situation was
deteriorating as well. For some reason, the
aircraft tended to bank left at high power, so
the pilot was forced to fly the pattern with
reduced power and could climb to only 500
feet above ground level. He approached the
runway for a third time, now at low power
and low airspeed. The aircraft stalled on
short final and slammed into the ground
about 100 feet short of the runway.
Fortunately, the pilot suffered only minor
injuries, but the aircraft sustained substan-
tial damage. The cause of the accident is still
under investigation.

DEALING WITH LANDING GEAR EMERGENCIES

So what do we do when the gear won’t work right? The answer depends on the situation, so let’s look at a few scenarios and see how they might play out.

Time, altitude, and fuel permitting, the first thing to do is troubleshoot the system, beginning with the circuit breakers for the gear motor. If that doesn’t solve the problem, get out the checklist and follow the emergency landing gear extension procedure. If the aircraft is equipped with mirrors that allow you to see the gear, take a good, hard look. Finally, if you can’t resolve the problem yourself, get on the radio and get some help. Try contacting a local fixed base operator or maintenance facility where a knowledgeable mechanic may be able to provide additional insight and input.

Once we’ve come to the realization that the gear isn’t going to work, we have to make some tough choices. Let’s say for example that we can get only one of the main gear down, plus the nose wheel. Do we attempt a landing with the two gear down and locked,

1. Make a thorough preflight inspection of the aircraft’s landing gear system. Look for leaking actuators, improperly rigged mechanisms, bent doors and rods, rub marks, and other signs that point to potential problems. 2. When operating in cold temperatures with wet, snowy, or slushy runway conditions, delay bringing up the gear or cycle the gear up, down, and then up again. This can help remove moisture, snow, and slush accumulations that can freeze the gear in the up position. 3. Tap on the brakes before bringing the gear up to stop the wheels from rotating before they enter the gear wells. For tight-fitting gear wells, this can sometimes prevent the gear from jamming. SEVEN Steps to Avoid Gear-Up Landings

4. A mirror installed on the strut of a high-wing aircraft can help us get a look at the gear when its status is in question. 5. Back up the before-landing checklist with a quick over-the-fence gear check. A memory jogger such as “Mixture, prop, gear locked!” can be a handy reminder. 6. If a gear problem develops, go to the checklist and follow the emergency landing gear extension procedures. Get help from a passenger or use the autopilot or wing-leveler to help with the workload. 7. If the emergency landing gear extension procedures don’t resolve the problem, get on the radio and ask for help from a mechanic or knowledgeable builder/owner.