Why Gear Up Landings Happen 

Good advice for sure. What type aircraft had the broken bolt?

"Get to a safe altitude, make a cell phone call, and find a airport within comfortable cruising distance that has a well-regarded maintenance shop! Land there, and avoid possible expensive and delaying transportation by truck." Now that's wisdom.

+Jewish Privilege Get your racist bullshit out of here.

Any airport personnel taking advantage of an emergency situation is not going to be an airport where I will ever land again! Yes, even airports can have crooked staff! Insurance companies shouldn't pay for disputed charges, because they will just raise your rates if they do!

mdickinson ......I know exactly what you mean about crooked airport staff . My brother borrowed my 172 parked it didn’t chock the wheels (engine off )it rolled into a hanger door making a hole about an inch around . The insurance adjuster ask me to meet him at the airport the door had been damaged by something red 12 foot up ( my plane is green and white ) .The manger said all the damage on the door was done by my plane and had a quote to skin the whole door 40x16 . The adjuster ask the airport manager if he wanted to continue because insurance fraud was a serious crime. The insurance company paid $40 for the 2x4 panel .

;)

One of our Baron owners tried that but forgot to reset his circuit breaker Haha, we put it on Jack's and it worked perfectly! hahaha

Todd Shellnutt That should be on the checklist for RG pilots! Very funny Todd.

hahaha

😉👍🏻

Yeah, I thought that was kinda funny, too.

His a pilot , pilots ONLY work with a very good sence of humour ! ! !

He's known for it.

His head looks like he was stepped on as a baby

steve beuchert wtf

Yeah, we had that in the 1964 Mooney. The gear horn comes on at or below 14 inches of MP or lower. After a while you get so used to it you forget the gear is still up. Gear horns are good, but only so far. It depends on how you fly your airplane. Gear horns are good if you set it in you mind that as soon as you hear it, you will put down the gear. Otherwise, it's just another distraction in a very busy Class D environment. IMHO.

hehehehe love it

@@daffidavit the siren we installed is so incredibly obnoxious you just cannot ignore it or forget about it. The decibel range on this siren falls right between "I would rather dig my ear drums out with a fork" and "I want to pour gasoline in my ears and light it on fire"

I imagine most pilots know the tale of the tower controller asking a guy who just landed gear up why he didn't heed the controller's warning about it on final. "Couldn't hear you with that *$#&! horn blaring."

Was there a reason why he forgot to tighten the fitting? Maybe the phone rang or somebody knocked on his door or he had to use the toilet which threw him out of sequence?

Hey SFBay, just another poor mechanic who didn't go over his check list

Hydraulic fluid all over the gear? Pilot in command who didn't look at his undercarriage before going up bears ultimate responsibility. Blaming the mechanic is not going to make him a better pilot; or someone I want to fly with.

And what if there was no fluid present during the preflight? Connection may have vibrated loose during the flight or perhaps the constant pressure from that flight time finally got too much for the incorrectly tightened fitting. Is he still someone that you won't fly with, huh?

Andrew..you are a Clown... the hydraulic fitting came loose during the return flight

For my ATP we were told to call for the landing checklist by saying "Gear down, landing checklist"

What about flaps?

I sincerely hope no one here has problems remembering flaps... being that on approach there are actual physical reminders and all. That would kind of be like forgetting to apply brakes when approaching a red light.

Second best, just after: "We got to find a way to make this, fit into the hole for this... using nothing but that."

@@windwalker5765 One of my fav from that movie. Legendary.

Expensive, yes. Write off? Probably not.

The majority of gear up landings have the aircraft repaired within a week.

No worries, we the people have got 'em covered! Send us the bill!

Kinda have to disagree with that F Huber! There's props, engines to be removed and sent out for propstrike inspections, repairs of the bottom skin, maybe a new nose cone on a twin, fiberglass repair, cowl flaps, flaps, sometimes a wing hits a taxi light, not to mention paintwork, ordering new antennas, and other things hanging off the bottom.

Here said B-1B Lancer gear up landing www.zianet.com/tedmorris/dg/bombers4.html still flying to this day.

Reese O'Connor Just got done watching a few of his videos and seen this lol

Reese O'Connor He is the guy that likes to mess with the F18 in FSimX right?

It's AirProduct94

Reese O'Connor Yes because this guy is using it, that's why...

I don't think afp95 took it, I think he recorded it.

I am surprised Paul Bertorelli missed this important point. The gear-up landing may not be particularly deadly, but attempting to go around is one way to turn a bad day in to a worse day, and maybe in to your very last day.

You mean there are idiots that would hear and feel something like that happen and think "Wow, I should get further from the ground again." I hope nobody I ever fly with is that stupid.

You say that so glibly while flying an armchair. Landings can be stressful. People will do terrifyingly stupid things while fatigued or under stress. Also note, you might not "hear" much. You'd probably feel the prop strike and you might not recognize it right away for what it is. The reason I trained frequently and read everything I could was because I did not want to find out what a prop strike sounds like.

saw a chieftain do an accidental gear up in the Yukon several years ago. pilot went around with bent props and made another landing with gear down. I agree he should have pulled the mixtures and slid it in. had 2 passengers on board that said the plane was shaking violently. scared the crap out of them. the odds of him losing both engines in the circuit after that were tremendously high.

I've heard or have seen that happen.Can't remember which it was so long ago. But a guy in a twin, maybe a piper, scrapped the runway with his props gear up and flew a long way back to his home airport many miles away with vibrating props.

This does leave you more susceptible to distractions though - if something happens that distracts you from your paper check list are you more likely to forget things?

More words: All the checklists. Paper Checklist Followed up by Mnemonic on downwind. Followed by a finals check on finals. Then a "last chance" check at 200ft.

Never used one for over a decade. Never forgot the gear once. Extend at 3 mile final or downwind, check with each flap extension, and a short final check... handle, indicator, and visual (wing mirrors). Paper checklists are cumbersome to use single pilot as they often contain far more information than they need to and it's easy to lose your place and forget stuff.

Bartonovich52 It's the guys who land float-planes, on water, with the *gear* *down* , sometimes killing someone, who really have convinced me that checklists are required every time. It has gotten to the point that I don't think I'll fly with pilots who don't read (and recite out loud) checklists.

I GUMP it on downwind, base and again on final, OUT LOUD. I also touch the green light(s). Our Mooney has a single red and green light with a manual "Johnson Bar". The Johnson bar is counter-intuitive. That is, when the gear is up, the bar is down and when the gear is down the bar is up. In order to avoid confusion after I pull the bar up to lower the gear, I ask my wife to say out loud "we got a Johnson". I always smile. She never gets it. But it does confirm when the handle is up, I'm happy.

Eastern Airlines flight 401 kept some spare gear light bulbs in the cockpit of their Lockheed L-1011 Tristar too... Pity nobody was flying the aircraft while all 3 crew members watched the first officer try to replace the light bulb while they crashed.

musicalaviator .....I wonder if the light bulb survived? I hope so!

#light bulb lives matter

correction, #lamplivesmattter, a bulb goes in the ground. Not so sure about L.E.D. lives, since they live so long....

I carry an extra set of landing gear in my overnight bag as well.

Rick Durden in "Thinking Pilots Flight Manual" would agree with You. It compounds the emergency, distracts the pilot, removes all options, increases workload substantially, and still doesn't save the props. The engine manufacturers recommend teardown anyway. If its a comemrcial op, the FAA mandates overhauls for gear up landings, even if the props don't make contact with anything! Its not part of the requirement.

I didn't have insurance at the time, hence save everything possible from damage.

Do you need to have insurance on an airplane the way you have insurance on a car in CA?

Hanger? Really? So you "hang" the plane?

insurance or not, you may just want to save your beloved airplane. some people actually like their airplanes.

SanFranciscoBay No.

..210s have had 3 different systems over the yrs..the 182 and 172 rgs do not have the 210 main gearpack system

blog it...

@airforceproud95 hey there sause boss

sounds like a personal problem

100%!!!!!!!!!. All it takes is 1 missed item and its all over in this life. Unfortunately, not doing checklists has cost thousands of lives in commercial and private/GA aviation. A lot of today's young instructors are cocky and have a superiority complex. Telling students to memorize everything. The smartest, most successful people take the most notes and go over those notes 3x.

These younger pilots are more computer operators than pilots. Technology is taking over due to their stupidity and lack of skills.

​@@08turboSS I don't know if pilots in the past were less stupid and had more skills, but the safety of commercial aviation has improved a lot since their era. So maybe technology and computers aren't so bad after all.

There was also a CL-215 water bomber that accidentally landed gear up in Turkey, captured head-on by a documentary film crew. It's on RU-vid (of course) as well. Looked expensive...

It was on "ice pilots nwt"

Blog it.

I was wondering about that....

They do need to work well together, as they need to communicate well and understand each other to get the shot.

just like on tv

Good luck with that.

Two Airline pilots were flying a twin at Zephyr Hills FL and laughing about this little student in a straight leg bird taking up so much time in the pattern, and reportedly laughing about the student's lack of landing skill. The next thing you know, their twin was scraping down the runway and had to be hauled off by mechanical equipment. It can happen. To anybody! Even those who think tthey are professionals. The reality is that a Professional must prove himself or herself every day, like the rest of us. Every flight in aviation is a new challenge, a new opportunity, and it must be met with the best you have. You better be ready. Period.

+happysawfish Some great skydiving down there!

And less chance of damage to the engine. Could even save the prop in some cases.

Nowhere near as many made.

Gwen Walcott ... Actually, I don't believe I've ever seen a 182RG that wasn't used extensively for pilot training, especially dual. When there are two pilots onboard and one is a CFI, it's more likely that the checklist will be used. IMHO

I haven't heard the name before watching the video.

Mootoast Mootoast blog it

WarWolfen hahahahahahahahahaha

Blog it.

Cookie?

Galactipod butter

Mitchell Lewis through, steel, they’re

@@timnell9423 yes steel and I want bother trying to explain why.

@@timnell9423 Ginsu

Yes, and I know why too. It's because THEY... hold it... you... how did you get in here? Are you one of them? What are you doing with that... gaaaahhhhh!

Choosing to leave the engines running all the way down to prop contact only ensures replacement of the crankshaft and other vital internal components. If you can, stop prop rotation just prior to contact, and the teardown and repair will be far less costly in the end.

@@Steve-fe4lq Obviously, everything you said there is true, though even stopping the props in no way insures that no engne damage will be incurred anyway, unless the prop stops in a position such that no ground contact will occur (near horizontal). Even if you bang a stopped prop tip into the ground there can still be serious engine damage, especially with a metal prop, I expect, though most assuredly less. I guess my point was this, if you are a very high time very experienced pilot, your approach to the termination of such an emergency likely would, and possibly should, be different than a pilot doing everything he can (loaded to the brim with 'tasks') just to get it on the runway WITH the props still turning, just by virtue of decreasing pilot loading a bit at that critical juncture. It also comes down to knowledge. The average driver on the road who is trying to steer clear in a major avoidance situation will be likely to his foot smashed down on the brake pedal (assume we're talking pre ABS, for my point here) and will not understand that this absolutely insures that ANY steering input will not make the slightest difference in what the car does or where it goes. Tires locked up solidly and turned to lock or dead straight ahead steering makes no difference. On the other hand, if you start to spin in a car, and are vectoring reasonable straight down the road, you absolutely WANT to lock the brakes, for that very same reason, your initial velocity vector will then remain relatively constant. The (maybe slightly) below average driver on the street, on a notoriously slippery when wet road, when they run into the back of someone is CONVINCED their brakes failed (no kidding, had it happen, couldn't convince her otherwise...so she learned NOTHING, not making this up, it happened)..this road was possibly the worst wet asphalt surface I have ever driven on, no idea why, other than it was VERY smooth, but it seemed like more than just that. The analogs of this sort of thing is what an experienced, well trained, knowledgeable pilot knows, and the average plane driver does not. That is one reason I believe there might be reasons to call for continued engine operation all the way to the ground for the average airplane driver. Does that make sense? I think removing stall spin training from standard flight training is an idiotic move...can you imagine facing that for the first time (if you've ever done a stall/spin) at low altitude. Your chances of recovery aren't very high if you KNOW what you are doing, ZERO if you don't. Obviously the NTSB/FAA suggestion is directed to maximum survivability, with zero concern for the aircraft components themselves. Seriously, though, in the long run it really IS only money, compared to possibly serious injury or your life (again, not saying stoppage isn't well within some pilots capabilities without increased personal risk) for the average plane driver. And also, I agree with you a pre-planned switch flick is not a big deal to a calm experienced pilot several seconds before a belly landing.

vilhelm schmit j and