Nose gear failure in single prop aircraft: belly landing or nose-gear up landing? Announcing...
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Nose gear failure in single prop aircraft: belly landing or nose-gear up landing?
Announcing the arrival of Valued Associate #679: Cesar Manara
Planned maintenance scheduled April 23, 2019 at 23:30 UTC (7:30pm US/Eastern)When do pilots deploy landing gear?How does the landing gear damp vibrations?Why don't modern aircraft have landing gear that can swivel to compensate for crosswinds?Is it possible to control an aircraft on the runway if the nose gear collapses?Which is the technically correct term: Nose Gear or Nose Landing Gear?Does it make sense to do an emergency landing without nose gear in order to reduce stopping distance?Is it better to shut down the engine(s) or leave it (them) running when a gear up landing is imminent?Is there a landing gear system that extends automatically to prevent belly landing?Should an emergency field landing be performed with landing gear down or up?Landing gear sequence
$begingroup$
Let's say we are flying a single prop airplane with tricycle format retractable gear, such as a Mooney Bravo or a Piper Comache. The nose gear fails mid-flight and is unable to be lowered. Is it safer to attempt a belly landing, or to actually try and make use of the functional main landing gear? What is the standard procedure?
Edits and updates:
- Here is the video of a very smooth looking nose landing with a RCMP Pilatus PC-12.
- Here is the video of a smooth looking belly landing
landing landing-gear emergency-procedures failures
asked 9 hours ago
naconaco
184
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naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
add a comment |
$begingroup$
Let's say we are flying a single prop airplane with tricycle format retractable gear, such as a Mooney Bravo or a Piper Comache. The nose gear fails mid-flight and is unable to be lowered. Is it safer to attempt a belly landing, or to actually try and make use of the functional main landing gear? What is the standard procedure?
Edits and updates:
- Here is the video of a very smooth looking nose landing with a RCMP Pilatus PC-12.
- Here is the video of a smooth looking belly landing
landing landing-gear emergency-procedures failures
asked 9 hours ago
naconaco
184
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
1
$begingroup$
There is no procedure that this situation has, so this may be entirely opinion based. Personally I'd leave the mains down and land on the nose. Gives better directional control at lower speeds and you don't have to replace as much skin/antennas when the repair bill comes around (but you will need a new prop/motor anyway). Especially for low-wing aircraft though because things like flaps hang below the aircraft and you can really tear up a lot in a belly landing.
$endgroup$
– Ron Beyer
8 hours ago
$begingroup$
Keep the fuel away from sparks. Then avoid sudden deceleration. So, if landing on other than hard surfaces, you may need to consider the chances of burying the nose and flipping. Personally, I'd leave my mains down and fly the nose on to a paved surface. Repair bills aren't part of my thought process. That's what insurance is for.
$endgroup$
– acpilot
6 hours ago
add a comment |
$begingroup$
Let's say we are flying a single prop airplane with tricycle format retractable gear, such as a Mooney Bravo or a Piper Comache. The nose gear fails mid-flight and is unable to be lowered. Is it safer to attempt a belly landing, or to actually try and make use of the functional main landing gear? What is the standard procedure?
Edits and updates:
- Here is the video of a very smooth looking nose landing with a RCMP Pilatus PC-12.
- Here is the video of a smooth looking belly landing
landing landing-gear emergency-procedures failures
asked 9 hours ago
naconaco
184
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
Let's say we are flying a single prop airplane with tricycle format retractable gear, such as a Mooney Bravo or a Piper Comache. The nose gear fails mid-flight and is unable to be lowered. Is it safer to attempt a belly landing, or to actually try and make use of the functional main landing gear? What is the standard procedure?
Edits and updates:
- Here is the video of a very smooth looking nose landing with a RCMP Pilatus PC-12.
- Here is the video of a smooth looking belly landing
landing landing-gear emergency-procedures failures
landing landing-gear emergency-procedures failures
asked 9 hours ago
naconaco
184
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
asked 9 hours ago
naconaco
184
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
edited 7 hours ago
naco
asked 9 hours ago
naconaco
184
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
asked 9 hours ago
naconaco
184
asked 9 hours ago
naconaco
184
184
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
New contributor
naco is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
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Check out our Code of Conduct.
1
$begingroup$
There is no procedure that this situation has, so this may be entirely opinion based. Personally I'd leave the mains down and land on the nose. Gives better directional control at lower speeds and you don't have to replace as much skin/antennas when the repair bill comes around (but you will need a new prop/motor anyway). Especially for low-wing aircraft though because things like flaps hang below the aircraft and you can really tear up a lot in a belly landing.
$endgroup$
– Ron Beyer
8 hours ago
$begingroup$
Keep the fuel away from sparks. Then avoid sudden deceleration. So, if landing on other than hard surfaces, you may need to consider the chances of burying the nose and flipping. Personally, I'd leave my mains down and fly the nose on to a paved surface. Repair bills aren't part of my thought process. That's what insurance is for.
$endgroup$
– acpilot
6 hours ago
add a comment |
1
$begingroup$
There is no procedure that this situation has, so this may be entirely opinion based. Personally I'd leave the mains down and land on the nose. Gives better directional control at lower speeds and you don't have to replace as much skin/antennas when the repair bill comes around (but you will need a new prop/motor anyway). Especially for low-wing aircraft though because things like flaps hang below the aircraft and you can really tear up a lot in a belly landing.
$endgroup$
– Ron Beyer
8 hours ago
$begingroup$
Keep the fuel away from sparks. Then avoid sudden deceleration. So, if landing on other than hard surfaces, you may need to consider the chances of burying the nose and flipping. Personally, I'd leave my mains down and fly the nose on to a paved surface. Repair bills aren't part of my thought process. That's what insurance is for.
$endgroup$
– acpilot
6 hours ago
1
1
$begingroup$
There is no procedure that this situation has, so this may be entirely opinion based. Personally I'd leave the mains down and land on the nose. Gives better directional control at lower speeds and you don't have to replace as much skin/antennas when the repair bill comes around (but you will need a new prop/motor anyway). Especially for low-wing aircraft though because things like flaps hang below the aircraft and you can really tear up a lot in a belly landing.
$endgroup$
– Ron Beyer
8 hours ago
$begingroup$
There is no procedure that this situation has, so this may be entirely opinion based. Personally I'd leave the mains down and land on the nose. Gives better directional control at lower speeds and you don't have to replace as much skin/antennas when the repair bill comes around (but you will need a new prop/motor anyway). Especially for low-wing aircraft though because things like flaps hang below the aircraft and you can really tear up a lot in a belly landing.
$endgroup$
– Ron Beyer
8 hours ago
$begingroup$
Keep the fuel away from sparks. Then avoid sudden deceleration. So, if landing on other than hard surfaces, you may need to consider the chances of burying the nose and flipping. Personally, I'd leave my mains down and fly the nose on to a paved surface. Repair bills aren't part of my thought process. That's what insurance is for.
$endgroup$
– acpilot
6 hours ago
$begingroup$
Keep the fuel away from sparks. Then avoid sudden deceleration. So, if landing on other than hard surfaces, you may need to consider the chances of burying the nose and flipping. Personally, I'd leave my mains down and fly the nose on to a paved surface. Repair bills aren't part of my thought process. That's what insurance is for.
$endgroup$
– acpilot
6 hours ago
add a comment |
2 Answers
2
active
oldest
votes
$begingroup$
The standard procedure is whatever is in the POH for your aircraft. This is from a C182RG POH:
LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire)
- Movable Load -- TRANSFER to baggage area.
- Passenger -- MOVE to rear seat.
- Before Landing Checklist -- COMPLETE.
- Runway -- HARD SURFACE or SMOOTH SOD
- Wing Flaps -- 40°
- Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN.
- Avionics Power and Master Switches -- OFF when landing is assured.
- Land -- SLIGHTLY TAIL LOW.
- Mixture -- IDLE CUT-OFF.
- Ignition Switch -- OFF.
- Fuel Selector Valve -- OFF.
- Elevator Control -- HOLD NOSE OFF GROUND as long as possible.
- Airplane -- EVACUATE as soon as it stops.
That assumes that you've already run the gear extension failure checklist without success, of course.
answered 6 hours ago
PondlifePondlife
52.3k10143291
$endgroup$
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
add a comment |
$begingroup$
Typically in that situation, you would land with the gear down and lower the nose as gently to the ground as possible after touchdown. Nose gear failures are the easiest of all gear up
landings to deal with.
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
$endgroup$
add a comment |
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2 Answers
2
active
oldest
votes
2 Answers
2
active
oldest
votes
active
oldest
votes
active
oldest
votes
$begingroup$
The standard procedure is whatever is in the POH for your aircraft. This is from a C182RG POH:
LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire)
- Movable Load -- TRANSFER to baggage area.
- Passenger -- MOVE to rear seat.
- Before Landing Checklist -- COMPLETE.
- Runway -- HARD SURFACE or SMOOTH SOD
- Wing Flaps -- 40°
- Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN.
- Avionics Power and Master Switches -- OFF when landing is assured.
- Land -- SLIGHTLY TAIL LOW.
- Mixture -- IDLE CUT-OFF.
- Ignition Switch -- OFF.
- Fuel Selector Valve -- OFF.
- Elevator Control -- HOLD NOSE OFF GROUND as long as possible.
- Airplane -- EVACUATE as soon as it stops.
That assumes that you've already run the gear extension failure checklist without success, of course.
answered 6 hours ago
PondlifePondlife
52.3k10143291
$endgroup$
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
add a comment |
$begingroup$
The standard procedure is whatever is in the POH for your aircraft. This is from a C182RG POH:
LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire)
- Movable Load -- TRANSFER to baggage area.
- Passenger -- MOVE to rear seat.
- Before Landing Checklist -- COMPLETE.
- Runway -- HARD SURFACE or SMOOTH SOD
- Wing Flaps -- 40°
- Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN.
- Avionics Power and Master Switches -- OFF when landing is assured.
- Land -- SLIGHTLY TAIL LOW.
- Mixture -- IDLE CUT-OFF.
- Ignition Switch -- OFF.
- Fuel Selector Valve -- OFF.
- Elevator Control -- HOLD NOSE OFF GROUND as long as possible.
- Airplane -- EVACUATE as soon as it stops.
That assumes that you've already run the gear extension failure checklist without success, of course.
answered 6 hours ago
PondlifePondlife
52.3k10143291
$endgroup$
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
add a comment |
$begingroup$
The standard procedure is whatever is in the POH for your aircraft. This is from a C182RG POH:
LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire)
- Movable Load -- TRANSFER to baggage area.
- Passenger -- MOVE to rear seat.
- Before Landing Checklist -- COMPLETE.
- Runway -- HARD SURFACE or SMOOTH SOD
- Wing Flaps -- 40°
- Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN.
- Avionics Power and Master Switches -- OFF when landing is assured.
- Land -- SLIGHTLY TAIL LOW.
- Mixture -- IDLE CUT-OFF.
- Ignition Switch -- OFF.
- Fuel Selector Valve -- OFF.
- Elevator Control -- HOLD NOSE OFF GROUND as long as possible.
- Airplane -- EVACUATE as soon as it stops.
That assumes that you've already run the gear extension failure checklist without success, of course.
answered 6 hours ago
PondlifePondlife
52.3k10143291
$endgroup$
The standard procedure is whatever is in the POH for your aircraft. This is from a C182RG POH:
LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire)
- Movable Load -- TRANSFER to baggage area.
- Passenger -- MOVE to rear seat.
- Before Landing Checklist -- COMPLETE.
- Runway -- HARD SURFACE or SMOOTH SOD
- Wing Flaps -- 40°
- Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN.
- Avionics Power and Master Switches -- OFF when landing is assured.
- Land -- SLIGHTLY TAIL LOW.
- Mixture -- IDLE CUT-OFF.
- Ignition Switch -- OFF.
- Fuel Selector Valve -- OFF.
- Elevator Control -- HOLD NOSE OFF GROUND as long as possible.
- Airplane -- EVACUATE as soon as it stops.
That assumes that you've already run the gear extension failure checklist without success, of course.
answered 6 hours ago
PondlifePondlife
52.3k10143291
answered 6 hours ago
PondlifePondlife
52.3k10143291
answered 6 hours ago
PondlifePondlife
52.3k10143291
answered 6 hours ago
PondlifePondlife
52.3k10143291
52.3k10143291
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
add a comment |
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
$begingroup$
I really like the "Hold nose off ground as long as possible" recommendation. I usually hear "lower the nose gently", which is obvious, but having a non-arbitrary rule on when to actually put it down should definitely help.
$endgroup$
– naco
5 hours ago
add a comment |
$begingroup$
Typically in that situation, you would land with the gear down and lower the nose as gently to the ground as possible after touchdown. Nose gear failures are the easiest of all gear up
landings to deal with.
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
$endgroup$
add a comment |
$begingroup$
Typically in that situation, you would land with the gear down and lower the nose as gently to the ground as possible after touchdown. Nose gear failures are the easiest of all gear up
landings to deal with.
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
$endgroup$
add a comment |
$begingroup$
Typically in that situation, you would land with the gear down and lower the nose as gently to the ground as possible after touchdown. Nose gear failures are the easiest of all gear up
landings to deal with.
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
$endgroup$
Typically in that situation, you would land with the gear down and lower the nose as gently to the ground as possible after touchdown. Nose gear failures are the easiest of all gear up
landings to deal with.
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
answered 6 hours ago
Carlo FelicioneCarlo Felicione
43.7k480159
43.7k480159
add a comment |
add a comment |
naco is a new contributor. Be nice, and check out our Code of Conduct.
naco is a new contributor. Be nice, and check out our Code of Conduct.
naco is a new contributor. Be nice, and check out our Code of Conduct.
naco is a new contributor. Be nice, and check out our Code of Conduct.
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$begingroup$
There is no procedure that this situation has, so this may be entirely opinion based. Personally I'd leave the mains down and land on the nose. Gives better directional control at lower speeds and you don't have to replace as much skin/antennas when the repair bill comes around (but you will need a new prop/motor anyway). Especially for low-wing aircraft though because things like flaps hang below the aircraft and you can really tear up a lot in a belly landing.
$endgroup$
– Ron Beyer
8 hours ago
$begingroup$
Keep the fuel away from sparks. Then avoid sudden deceleration. So, if landing on other than hard surfaces, you may need to consider the chances of burying the nose and flipping. Personally, I'd leave my mains down and fly the nose on to a paved surface. Repair bills aren't part of my thought process. That's what insurance is for.
$endgroup$
– acpilot
6 hours ago