EAA Sport Aviation - September 2010

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and the third up or dangling? Remember that the objective is to maintain control of the aircraft until it comes to a stop, so we need to determine which configuration will provide the most control. If the gear-down configuration causes us to veer off the runway, catch a wingtip, or plow the nose in and flip over, then we should carefully consider the gear-up option. In many cases, we may be better off making a landing in the clean configuration, even if one gear leg is hanging down. The weight of the aircraft will likely collapse the dangling gear, and we’re more likely to maintain control on the belly than on one wheel and a skidding wingtip.

More choices come when we consider the airport and runway to use. In general, we should opt for an airport where emergency services are available. In some cases, we might also have a choice between grass and pavement. Some pilots might think that the chances of a fire are less when landing on the grass, but there are other factors as well. If the grass is rough, bumpy, or water-soaked, the aircraft might be likely to dig in and take a tumble. In that case, the pavement might be a safer option.

Another tack that some pilots take is trying to free stuck landing gear by performing high-g maneuvers or bouncing on the runway on the good (down and locked) gear. Sometimes a rapid pull-up will release a stuck gear, so if conditions permit, we might give that option a try. Bouncing on the runway might work, too, but the inherent risk makes it a poor choice. A minor misstep or misjudgment can result in a much more serious accident than making a smooth and controlled gear-up landing.

One final consideration some pilots might be tempted to explore is whether or not to shut down the engine(s) before landing. After all, an engine is pricey, and if we can avoid damaging it, we might save ourselves a considerable sum of money. While this option might sound good in theory, it can be difficult (not impossible, though) to execute. Timing is everything. We must shut the engine(s) down early enough, and then slow the aircraft down enough to allow the propeller to stop windmilling, but not too soon or too slow to end up short of the runway. Then we might need to cycle the starter to position the prop horizontally—not easy to do while you’re trying to land.

The problem with this dead-stick approach is it seriously limits our options. Once the engine is shut down, a go-around is out of the question. Unless we have a lot of runway to work with, and maybe a “ second in command” to help, we should probably keep the engine running.

Remember that the objective is to maintain control of the aircraft until it comes to a stop.

PREPARING FOR TOUCHDOWN

Regardless of where and how we plan to make our emergency gear-up landing, a few steps can help minimize the damage. First, let someone on the ground know what the plan is so that help is readily available. Stow any loose items that might become projectiles in a rapid deceleration. Tighten seat belts (all the passengers’, too). A front-seat passenger should, if possible, move the seat back to stay clear of the yoke to avoid being struck by it in the chest.

Oftentimes, the heat generated from aluminum scraping on pavement is enough to ignite a fire. To minimize this risk, we must turn off the fuel and the electrical system. When we do this depends on the situation. If we’re planning to dead-stick it in, we should shut off the fuel and electrical master as soon as the engine is shut down and the flaps are extended. Otherwise, secure the fuel and battery master once the aircraft comes to a complete stop.

Landing gear problems are more common than we might think, and forgetting to put the gear down is easier than we might imagine. By sorting through the scenarios and following some simple procedures, we can avoid ending up on the skids, or at least keep the damage to a minimum.

Robert N. Rossier, EAA 472091, has been flying for more than 30 years and has worked as a flight instructor, commercial pilot, chief pilot, and FAA flight check airman.