Why Gear Up Landings Happen
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- Опубліковано 5 лип 2017
- Gear-up landings in retractable aircraft don't happen everyday, but they happen often enough that the accident file is rich with examples. In this video, AVweb's Paul Bertorelli analyzes some of the stats on gear ups and offers suggestion on how to avoid them. Here are some excellent links on the footage used.
• EMERGENCY GEAR UP LAND...
• LOT 767 Emergency Land...
• King Air Gear Up Landing
• Beechcraft 95 gear up ...
www.sanluisobispo.com/news/loc...
• SCFS N2623C Gear Up La...
• 1960 Cessna 210 Gear R...
• Cessna 310 Gear Up Lan... - Авто та транспорт
Excellent analysis!
Just want to add a strong vote in favor of Paul's recommendation "land on a runway, not on the grass." In the case of my experience, a bolt had broken in the gear on takeoff and no wheels could not be lowered by any means. After a tower fly-by to confirm that all wheels were 80% up, I elected the grass. This was a mistake, as a clod of dirt pushed up into the belly of the plane and caused a rib to bend. This structural damage upped the determination from "incident" to "accident" and caused an extra week of repairs that would not have been necessary if I had chosen the runway. Lesson learned!
Another shock came when the airport I had selected for landing submitted a trumped-up bill for dozens of hours of "fire watch" and "overnight security." The crooked airport manager smelled an opportunity to line the pockets of everyone on his staff and despite my telling them that the claimed man-hours absolutely did not happen, the insurance company paid the bill anyway. So the second lesson learned: don't just land where you had originally intended to land. 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.
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 $40 for the 2x4 panel .
What’s the first thing you do AFTER a gear up landing? Put the gear handle in the DOWN position.
;)
One of our Baron owners tried that but forgot to reset his circuit breaker Haha, we put it on Jack's and it worked perfectly! hahaha
Todd Shellnutt That should be on the checklist for RG pilots! Very funny Todd.
hahaha
😉👍🏻
Some weird s%$t. I like this guy. Facts with just the right amount of humor.
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
Excellent video as usual from Paul. The best gizmo I came across is a small pretend landing gear lever you can stick onto the instrument panel of fixed-gear planes.
I feel this is a great idea because right from Day 1 of training the student in the fixed gear plane can be told to say "+ve rate, gear up" and do "GUMPS" on finals. As they progress up the training ladder to retracts this mindset will already be ingrained in them.
I remember that video years ago of a C210 circling in Fort Worth trying to get the gear down. They even managed to get the baggage door open in flight and reach out to push on the legs. It just wouldn’t budge and they had to belly it in. It was such a smooth landing. I think they kept it on the center line too.
When I was maybe age 18 I worked at a famous airport in the Northeast back around 1970 as a line boy. It was a clear but very dark night with no moon. There had been an electrical failure and the runway lights went dead. A few employees got into their cars and pointed their car's headlights toward the beginning of the runway so that all the planes that were landing for the evening had some perspective. I was on my motorcycle when the guy next to me said "hey that guy in the Bonanza has his gear up. Well, he landed and I saw so many sparks I thought his plane blew up.
The sparks seemed to light up the whole airport, but the Bonanza did not burn, nor did anything unusual happen. But being a young excited kid, I drove to the nearest phone and called the police and told them the airplane had crashed and was on fire. The next thing I saw was about 10 fire trucks and maybe 20 police cars drive onto the runway. Of course, by this time, the pilot was standing outside his airplane, very embarrassed. A few of the firemen lifted up his plane about 4 feet off the ground. The pilot lowered his landing gear and they towed his plane away.
I never told anybody until now that I was the guy who called the police and said the plane blew up. God, please forgive me. Hail Mary full of grace......
Lol the ' fresh upholstery' comment cracked me up. XD
"...don't forget to smile, someone is probably filming it" Hahahaha, thumbed up :)
don't forget to smile, someones probably filming it... haha.
We replaced our gear horn with a 5 dollar alarm siren that will pierce your brain and you cannot ignore the warning.
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."
Two things helped me over the last 50 years and 11,000 hours. One is the thought gear down to go down. When it's time for the final descent to land the gear furnish the drag to make that happen. The other is something my dad taught me. That is to look down and do a quick check for gear down lights as I cross the airfield boundary. I noticed as a kid flying with my dad him doing that giving the lights a touch with his finger ...
I'll add comment on "almost" gear up landing. my usual routine was when I entered downwind I'd put the gear down. (North American NAvion) on this occasion I was entering downwind into the pattern, no other aircraft, just as I was going to put the gear down the airport announced the change of landing direction- no problem I changed to mid field crosswind entry into the downwind for the other side of the runway. this change of entry just as I was to put the gear down allowed me to forget the gear altogether- when I was over the thresh hold and reduced engine RPM the gear horn went off, with no time to do a go around I put the gear down, got 3 green about 2-3 seconds before touch down. lesson learned checklist checklist checklist
I was in a Piper Malibu that was just serviced a week before. We flew from St Martin CA to San Diego and Pomona CA and then back to St Martin in the evening. I went to lower the landing gear on approach and only got 2 out of 3 gear lights. the Nose gear had problems. Did 6 cycles ..and got a nose gear light. We landed with fire department ready and waiting. the Nose gear held up. !! I immediately took a flashlight and saw hydraulic fluid leaked all over the nose gear. the service mechanic failed to tighten a hydraulic fitting...DOH
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
My instructor taught me an easy "short final checklist" and I say it during every final in my Baron: "3 GREEN, SCREW THE REST!" It's funny and it works!
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.
I fit in the 30% category: Bonanza A36, ferry from the factory, less than ten hours on airframe and power plant. At the destination of the flight, the gear would not come down even manually. I cut the engine, slid it on the runway, and the starboard wing caught fire from leaking fuel. I departed the aircraft when it stopped. I tripped off the wing because it was on the ground. The insurance company paid, it flew in seven months. Your tutorial is very well done, and practical. Nice work Mr. Bertorelli. Thank you.
Thank You for bringing these videos, this is probably one of the most avoidable incidents, however like you said 45% are mechanical and maintenance issues.
With the comments about saving insurance companies money there are a lot of aircraft flying without insurance. Great video
"If they can get a washing-machine to fly, my Jimmy can land it." -Best quote from Apollo 13
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.
Paul, I love your commentary - it's fun and informative. I've been learning a lot watching your videos and I'm not a pilot but a sailor. I like sailing in strong winds with big waves and putting my ocean yacht through her paces. Safety is really important to me as I sail mostly alone and don't want to end up on the evening news. A lot of what you talk about I can apply to sailing. Like making sure your equipment is inspected on the ground, for me that is at the dock. Having the proper safety equipment on board and make sure it's serviceable - I always wear a life jacket, no exceptions; carry a portable vhf on my person and wear a sail harness in heavy weather. I have gotten into trouble but like you say always have a plan B. Thanks for reinforcing the message no matter which sport you participate in and be professional.
Paul. your excellent commentary makes this video one of the best within the aviation education offerings. I am now a fan and thank you, from Maine.
lol AirForceProud95 was given credit for the video he took
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.
Thank you, Paul. Way good info and you have a VERY nice camera persona. You have the knack of coming across as an intelligent and personable celebrity that I can learn something from and be entertained by. There is no talking down to. I look forward to seeing all your videos and nobody put me up to saying that. Safe travels.
Love your videos. Straight to the point and no dragging or boring information. Keep up the good work. Subscribed
Holy crap, B-1B gear up landing. That's an expensive mistake.
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.
Great piece. Should be required viewing for any (non aviation specific) media outlet.
Paul, I enjoy your straight forward approach always enjoy watching your videos!
Nice work on the vid! Thank you, AVweb.
I've been flying for 38 years and that's one of the best analysis on gear up landings I've seen.
Of particular note is the analysis on pilots shutting down engines to save props. That is something I always said complicates the situation and can make things much worse. I've received no small amount of static for making that analysis myself. It seems some people just can't make the correlation that shutting down engines prior to touchdown is actually compounding the emergency.
Shutting down engines at touchdown is much better than shutting down engines prior to touchdown if one is going to shut down engines.
In the video I linked to below the pilot chose to shut down the engines well prior to touchdown. This was videoed live on CNN. The anchor mentioned what a great job the pilot did and how appropriate it was to shut the engines down when he did. I don't agree at all. He turned his plane into a glider and compounded his emergency. Now in addition to the nose gear being retracted, he has a dual engine failure and no ability to go around.
In the comments section of the linked video below, I mentioned that this was probably not a good idea for the reasons I stated. This was around two years ago. The amount of static I got for saying that is in the reply.
In addition to compounding his emergency by creating a dual engine failure the pilot in the below linked video was distracting himself from the landing by bumping the props with the starter switch all the way to the runway. This probably contributed to the instability of his pitch control at touch down where he almost dragged the tail. The pitch instability is apparent.
I don't expect news anchors to know what a good landing is and their opinions are usually skewed by ignorance. Pilots however should know this.
In the quest to save several thousand dollars for the insurance company or oneself if one owns their own plane and is stupid enough to not have insurance, many pilots risk hundreds of thousands of dollars and the lives of everyone aboard to do that.
Read the comments in the video I linked below to see what the popular opinion is.
No one noticed that the pilot landed in the displaced threshold, well short of the runway. With both engines shutdown, he had no choice. Lucky for him there was no sudden wind shift to a stronger headwind or he could have landed short of the displaced threshold. How much money would he have saved then?
ua-cam.com/video/dH_AzTvnN_Q/v-deo.html
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.
If you are suddenly surprised by the sound of props striking from not putting the gear down. Do NOT try to throttle up and go around. Let it slide to a stop and LIVE.
Once the props bend the performance goes out the window and so many people die from thinking they will go around and get the gear down.
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.
Very intersting review well done. As a non pilot but still a very experienced passenger including growing up in the airforce. I did not know about 90% of the points this gentleman raised. Thank you. This made sense.
Clear, straight to the point and very educational.
Thank you.
Had a nose gear light not illuminate on a Queen Air 65 down in Mexico. At about 2pm with the sun showing my shadow on the ground at 500 feet, I could see that my nose gear was indeed down. It was. So use your head & think for out of the box solutions! From then on I always kept gear light bulbs nearby.
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.
Paul
You're good at this, thankyou
This is by far the best landing video I've seen! Excellent explanation and great common sense! I couldn't agreed more to all points! Love to see more videos from this guy, I'm sure he's a great pilot
Another great video, thanks for the analysis and the compilation to exemplify things.
I appreciate this video VERY much. I fly corporate and got distracted on long final by an ATC order to go around, ATC also advised they needed time to sort out what was preventing landings, ordered me to higher holding altitude and speed. So; I elected to reduce landing gear drag and clammed up.
When I got clearance to land again, I also went through my approach and landing check list, again, which is bullets and briefs, written down, and easily visible day or night, and not blocking gauges.
I was confident all was well until I got to GEAR DOWN: I was surprised I did not remember GEAR UP. So; DOWN they went. Never assume, always check, then recheck if possible, and have a visible check list. I got flustered because I swore to myself, "I KNOW I lowered the gear." But did not remember raising gear.
So, with ego working too much, I finally realized I am now distracted !!
LESSON: every once in a while, or, as often as necessary, one has to shuttle the ego to the off ramp and fly - aviat; navigate; communicate ... use the disciplines of self-control and aviation knowledge. Those habits build solid, reliable experience and expertise. Those repetitions build confidence but confidence is not substitute for an up to date check list. A check list keeps you aware, attentive, and alive.
It does not matter how much pilot experience one has because, most every landing/take off check list procedure is the same. Some exceptions relate to weather, icing, and traffic. But the basic check list does not vary very much - EXCEPT - every landing and take off - EVERY SINGLE ONE - is NEVER the same especially and including touch-and-go.
Never assume, be complacent, because that can get you killed. I always keep looking up, down, side to side, and as far to the rear in those actions as possible for that errant Cessna or 777 taking air space they should not be taking - or did you just get into air space for which you were not cleared ...
O :( M :( G :(
Never assume anything. Check it, prove it, anticipate, and fly accordingly.
Great video. It was a welcome refresher training !
I too had a gear up landing in my Mooney M20 after being unable to extend them. I also shut down the motor on long final saving my prop and motor. As you know props are very expensive and prop strikes are an automatic engine tear down for a crank inspection. All I had to do was lift the plane, extend the gear and tow it into a hanger to repair the gear malfunction. No real panel damage since I put it down on a grass strip. Two years later I sold it to a guy who did forget to extend the gear costing him a prop, engine and heavy panel damage. He told me the gear warning indicator was screaming at him, but didn't hear it!
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.
I enjoyed this video alot! You explain things in a way that is understandable for a non-pilot who is curious to learn.
Thank you for sharing this information and footage.
I remember years ago when the 210 first came out, a reviewer said in his review that the landing gear looks like a malfunction during transit. The 172R has the same look.
..210s have had 3 different systems over the yrs..the 182 and 172 rgs do not have the 210 main gearpack system
Two words: paper checklist. If you follow a checklist every time, gear up will only happen when it malfunctions.
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.
Excellent analysis. Good advice. Thanks.
What a lovely video. Weel presented and well put together. Keep up the good work.
Airline pilot for thirty years 20000+ hours. Use your checklist!!!!!! We have it memorized but still use it every time. If your smart you’d do the same. That takes most gear up landings away good maintenance gets most of the rest
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.
Co-Pilot: "Gear Down ?"
Pilot: "The nose gear is not comming down"
Co-Pilot: "Smile ?"
Pilot: "Checked."
xD
Great video and narration you just earned another subscriber. Thank you for the great educational video about safety issue many non aviation people worry about.
Really nice analysis Paul!
Airforceproud95. Immediately recognized that name.
blog it...
@airforceproud95 hey there sause boss
sounds like a personal problem
Unannounced gear up landing on film. There is an interesting film on UA-cam, search on "Airplane crash altiport de Megève france altiport france landing without landing gear". And while most of us, of you, will say "that will never happen to me" I'm sure this pilot would have said exactly the same... Megeve is a very short, very steep mountain airfield.
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 UA-cam (of course) as well. Looked expensive...
It was on "ice pilots nwt"
Paul, very nicely put.
You've just got to love Pauls videos. Think I'll subscribe.
1% some weird shit had me laughing for a while...
airforceproud95 making an appearance again!
Blog it.
I've been wondering about the 'save the engines' and grass or hard questions for a while now. Great video.
Really enjoyed your presentation skill could listen to you all day
my right ear loved this
I flipped my plane on its top, then the gear came out!
just like on tv
Thanks, you did a fantastic presentation !!!!!!!
fantastic commentary, great job, you have a voice for radio
To be fair, the camera operator and the pilot are two different people, so the skills do not need to be contained in the same person.
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.
Hard landings are the main cause of gear fails later. Hard, or sideways Crabbing Landings on crosswinds bent the links and bolts, then those things fail later. Hard landings need gear inspections. But most guys who do crappy landings consider them 'normal" (BS) and dont inspect anything. Then they crap when have to land gear up, leave the prop turning instead of cutting the mixture on final, land hard too. Big expenses.
The insurance companies pay the big expenses. Then we pay higher insurance premiums later due those crappy landings guys. A Vicious Circle of Gear up landings, expensive insurance claims and higher premiums coming for all of us. Another USA GA sinker stinker.
Super interesting video, thank you!
Outstanding presentation .
airforceproud95 hahaha i subscribed too him before this video
Mootoast Mootoast blog it
No Excuse for landing - NO GEAR DOWN ...!
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!
Fantastic Video. very informative. very impressed.
Tip top form, Paul! Thanks. b.
when engines are off there is less chance to catch fire!
And less chance of damage to the engine. Could even save the prop in some cases.
I've never heard someone pronounce it k-o-m-o lol its just komo
I haven't heard the name before watching the video.
Thanks for posting this was helpful
Well said, and well done. I think you covered it.
Blog It
WarWolfen hahahahahahahahahaha
Airforceproud95!!
Blog it.
Cookie?
Galactipod butter
Great video man, thanks!
Good information, thank you!
Surprised that the R182 is so much less (by incident) than the 210 ...
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
but planes can cut threw steel, iron and concrete like a Ginzo knife, their pretty indestructible. Remember 9/11?
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!
Paul B, thanks , for that compalition, of Gear ups .
Super informative video. And changed my mind on a few things, like keeping engines running, and choosing pavement instead of grass.
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.
Great narrative !
Just the facts. Good presentation.
Great video! informative and witty
Thank you for those very information-rich videos.
Right on the humor too.
I think you save a lot of airmen extra trouble by helping them to make the right choice in a dangerous situation.-
Great video! I won't have that problem with a Light Sport Aircraft when I take my lessons. Thanks!
Thanks Paul! Well done sir! I did not know hat 54% was pilot error on the gear...Wow!
Thank you for the video.
While working on the pax ramp at HXD saw a twin, not sure of the type (King Air?), make a gear up landing. Unfortunately, our AC was on final and had to divert. Pilot told first responders he had his noise canceling headphones on and didn't hear the warning tone.
Nicely done!
Good video, thanks for making it. There’s a video of a big fire fighting plane inadvertently landing with no gear.
Really good vid. The communication is locker room and yet I imagine it's easy for even non pilots. Well executed, with reasonable ascertainment of retractable craft.
vilhelm schmit j and
When I was a kid my dad owned a 1/4 share in a Cessna 177 RG. It looked like a sports car, just an incredibly beautiful plane. Once, one of the other partners (My dad's best friend) landed at Burbank, coming in and making a nearly perfect landing, except for the minor problem of the landing gear. He used a check list, but as he was going through it he got a call from the Tower and ended up missing a step.
The weird thing was, the gear warning horn was working just fine. And the warning to had been wired to play (quite loudly) into the head phones for the radio.
I have seen several other accidents like this, where the gear warning horn can clearly be heard, but for whatever reason the pilot doesn't hear it, or understand it. I wish you had addressed this issue.
This is not just a problem for GA pilots. At the Air Force Base I grew up near, a C-5 crew was doing touch and goes. Apparently they were getting annoyed by the gear warning horn, so the pulled the breaker that powered it. What happened next is easy to guess at. Needless to say, that pilot no longer had a flying job in the USAF.
Not long after this I was talking to a different C-5 pilot. He told me that the pilot sits so high up, and the landing gears are so short, you can't really tell you've landed gear up until you stop on the runway then pow up to taxi to the ramp. He said you might see flashing lights and look over to see the fire trucks coming, and that's how you learn your career in the Air Force has just ended.
Have you seen this one? It just seems that what this guy did was really not a good idea. At the point he touches down he is on the ground at an airport. Taking off again with an unknown amount of damage just seems stupid to me.
ua-cam.com/video/sgdSflSCTQM/v-deo.html
5:01 was in Hillsboro Oregon.. I helped recover that airplane! I was a line service manager on call the night they came in.. the line service guys called me in a big panic! watched as the Rcaf fixed the airplane in one of our hangars and flew it home too. Pretty cool to see the picture! thanks AVweb
Wow Paul! As a Cessna 210 pilot fantastic piece!
I like your analysis of the C-210. I've heard about this before. I haven't had any problem but, if I did, I would certainly land on the runway, not grass, there's just too much chance of a clod or something causing a problem, like a tip-over or cart-wheeling. If your airport does not have foam capabilities, go to an alternate airport, which you should ALWAYS have planned in case it's necessary.
Working as a line mechanic at a small airport for 3 years I did a recovery for a gear collapse and witnessed 2 gear up landings due to mechanical failure. A 172RG had an actuator split on one of the mains and another where a nose wheel didn't lock down even with the gear down indicator light on. With the engines the props normally get scrapped or overhauled and the engine inspection consists mainly inspecting the accessory gears in the back of the engine. Jugs get removed for con rod damage inspection too.
- new subscriber here!
Must have been sent here because I was looking at aircraft in the video game GTAV Online. Gotta say this is some interesting stuff. I've forgotten to put landing gear down in games and felt like an idiot - in real life I could only imagine what that would be like. I'm just glad no-one gets hurt when I pilot in-game - only feelings!
Interesting to see the similarities between real life flying and video game crashes. It's easy to understand how a real pilot could get overwhelmed with what's going on! What I don't understand is how this video gets any dislikes???
Keep up doing what you do bud- can't say enough for this kind of knowledge.
During flight training in light twins a friend of mine had a theory that a pilot will subconsciously associate the configuration/gear warning horn with flying asymmetric (engine out) as that condition triggers the horn (one throttle low, gear up) and so much time in training on a twin for that engine out scenario. During training in that scenario you essentially train your brain to ignore the horn, and thus when you get it during a normal approach it becomes all the easier to ignore.
I'm not sure if that issue has been addressed with more recent twins, but it was certainly the case in both the Duchess and Seminole.
I enjoyed watching that - thankyou
Thanks Paul!!
i love this guys videos