A retired airline captain, Barry Schiff has been writing for AOPA Pilot since 1963.
About 150 U.S. pilots annually discover that it is more difficult to taxi with an airplane on its belly than on its wheels. Although many of these accidents are the result of pilot error, a significant number are caused by mechanical failure.
If your landing gear fails to extend, the first step is to confirm that the gear really has malfunctioned. An unlit green gear light might be a burned-out bulb. Check also that the position lights are off. Otherwise, the gear lights will be dim on some aircraft, which makes them difficult to see in daylight. Or the problem might be a tripped circuit breaker (but do not reset it more than once as you try to extend the gear).
Also attempt to confirm that one or more gear legs really have failed to extend by having someone make a visual inspection. This can be done by flying abeam a control tower or requesting a chase airplane to move in for a close look. But accept visual observations with skepticism. The gear may appear to be extended, but this doesn't necessarily mean that the legs are locked down.
When dealing with such an emergency, pilots must be careful about becoming so distracted by the problem that they create a greater hazard. Maintaining safe control of the aircraft is more important than gear extension.
If one or more gear legs do not respond to conventional or alternate methods of extension, it might be possible to successfully apply brute force. One way is to enter a steep turn and haul back mightily on the control wheel to increase the load factor. If this doesn't coax down a gear leg, try yawing. Abruptly move the rudder one way and then the other in an attempt to force the misbehaving leg into place.
Another useful technique should be used only by experienced pilots. It involves making a firm landing on the main leg(s) that is (are) extended, followed by a bounce and a climb. Such a jolt might encourage the crippled leg into position.
If all efforts fail to extend the leg(s), select an airport with emergency equipment and request that rescue personnel stand by for your arrival. Although injury or fire is rare during a gear-up landing, the danger does exist.
A smooth hard-surface runway usually causes less damage than a rough, unimproved strip. Also, do not request foam on the runway unless you're willing to pay for it.
Consider burning off excess fuel to reduce landing speed and fire potential. If the problem is a crippled main landing gear leg, consider using fuel from that side of the aircraft. By reducing that wing's weight, you can hold the wing off longer and reduce damage.
Current wisdom suggests landing with available legs extended (instead of all wheels retracted), which results in three configurations to consider. The first involves one faulty main gear leg, which necessitates landing on the other main leg and nosewheel. In such a case, land in a wings-level, nose-high attitude. As airspeed decays, apply aileron as necessary to keep the unsupported wing off the ground. Once it touches, there will be a strong yaw in that direction. Use whatever opposite rudder and braking are needed to continue straight ahead.
Landing with a retracted nosewheel is easier. Hold the nose off the ground until almost full up-elevator has been applied. Then gradually release back-pressure and slowly lower the nose onto the surface. Do not allow the nose to fall while holding the control wheel fully aft because of the additional damage this might create. Do not apply brake pressure after touchdown unless necessary.
The third case involves landing with only the nosewheel extended. Initial contact should be made on the aft fuselage structure with the nose held high to prevent wheelbarrowing and loss of directional control. As the nosewheel touches, keep the wings level and apply nosewheel steering as necessary. Brakes? There won't be any.
Prior to a gear-up landing, be certain that passengers are buckled in, loose objects are stowed, and everyone is briefed about the need to calmly evacuate after coming to rest. While still airborne and when the landing is assured, turn off the fuel, pull the mixture control to idle cutoff, and turn off the magnetos.
Some pilots might contemplate using the starter to position a two-blade propeller horizontally to protect it and the engine from ground damage. This is difficult because the prop windmills at approach speeds. There might be an opportunity to position the propeller during the flare or rollout, but only if the pilot does not become so obsessed with the challenge that he loses control of the aircraft. Finally, turn off the master switch.
Although failure of the gear to retract generally is not serious, it can be to a pilot making an IFR departure from an airport below landing minimums. He would have to continue to another, possibly distant airport at reduced airspeed, high power, and reduced range.
Mechanical failures account for many gear-related accidents, but many are caused by inattentiveness or distraction. Should something begin to unexpectedly scrape the runway during a landing, do not attempt a go-around. Applying power to a damaged propeller, engine, or airframe can be far more serious than a belly landing. Instead, just go along for the ride. It'll be a short one.
Visit the author's Web site ( www.barryschiff.com).
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