Student practices landing with gear up

Then your horn is not set properly. Also 50x60=3000 so if
you are coming down at 3000 fpm at 50 ft agl, your landings
are something to see.

The Arrow system could be defeated in two ways. As I recall
the first gear up was done by a pilot who made a high power
very flat high speed approach to a runway and flared and
pulled the power off just a foot above the surface. The
plane touched down before the gear had a chance to begin to
extend.

Others happened when CFIs practicing/teaching stalls used a
small wooden block to wedge the over-ride lever UP so they
could do slow flight and stalls without the gear falling
down and without having to hold the lever up by hand. They
would forget the block.


--
James H. Macklin
ATP,CFI,A&P

"Peter R." wrote in message
...
| Peter Duniho wrote:
|
| As for the warning horn, most retractable gear airplanes
are equipped with
| gear warning horns, and pilots frequently manage to
ignore them
| snip
|
| With regards to my Bonanza, this horn is practically
useless as it will
| only sound when manifold pressure drops below 12 inches,
well below the
| green arc on the MP gauge (implying that for the majority
of the approach
| the horn would be silent).
|
| It is not until power is pulled almost all the way back,
which in my case
| typically is less than 50 feet above the runway or about a
second before
| touchdown.
|
|
| --
| Peter

Jim Macklin wrote:

Then your horn is not set properly.

OK, when should it sound? 17 inches MP?

Also 50x60=3000 so if
you are coming down at 3000 fpm at 50 ft agl, your landings
are something to see.

sigh You, too?

--
Peter

Yes, about 15-17 inches, low enough that you can slow down
and cool the engine without the horn sounding on every
landing. Depending on the model of your Bonanza, you can
use approach flaps and gear at 152 kts [if my old memory
works] but some models have much lower speeds. You will
need to plan your descents so that the airplane can slow
down to Vlo and Vfe without needing to shock cool the engine
and without hearing the horn.

A normal approach would involve a descent to TPA 2-3 miles
from the airport, then slowing to Vfe, gear down as required
to begin the descent at 700 fpm/85-100 kts depending on
traffic.
If your Bonanza has three green lights, check them 5 seconds
after you put the gear lever down. If yours is an old
model, with just one green light, understand that the gear
down microswitch is on the gear housing under the center
spar cover and it is looking at the position of the gear
housing. Since the Bonanza and Baron use steel push/pull
rods to operate the gear, if one gear leg is up or one is
down, the other two have to be in the same position unless
the steel rods are bent or the housing has broken. Have a
mechanic show you the system while it is on the jacks during
the 100 hr or annual.

On a flight, take a ruler up and set the throttle at the
power you'd use, 15-17 inches and measure the position of
the throttle and then your mechanic can set the warning horn
microswitch in the correct place.



--
James H. Macklin
ATP,CFI,A&P

"Peter R." wrote in message
...
| Jim Macklin wrote:
|
| Then your horn is not set properly.
|
| OK, when should it sound? 17 inches MP?
|
| Also 50x60=3000 so if
| you are coming down at 3000 fpm at 50 ft agl, your
landings
| are something to see.
|
| sigh You, too?
|
| --
| Peter

Kingfish wrote:
Robert M. Gary wrote:
They say we'll all do it at some point in our life.

I sure hope not. If so, the insurance companies wouldn't write policies
for complex acft anymore as they'd be replacing engines, props, and
belly skins continually. I know distractions will happen, but I had it
pounded into my head that if you do the same thing the same way every
time you'll (usually) get the same result. That is, no sickening
grinding noise during your (brief) rollout.

The problem is that you'll never be able to do the same thing at the
same time everytime. ATC may ask you to switch to a straight in,
traffic may start to take off the opposite direction on the runway,
etc. I sure hope I'll never land gear up, but I'm going to continue to
live with the idea that its just out there waiting to happen to me on
every flight.

-Robert

"BTIZ" wrote in message
news:tADvg.12811$6w.4234@fed1read11...
I thought that auto extend feature had been disabled by a SB on most
Arrows.. maybe only the older ones..

The '73 that I fly still has the auto-extend feature. If he was practicing
commercial maneuvers he might have disabled it with the override switch and
then forgotten to turn it off.

GUMPS. I hope I never forget it.

-c

In article ,
"Peter R." wrote:

It is not until power is pulled almost all the way back, which in my case
typically is less than 50 feet above the runway or about a second before
touchdown.

Wow! That must be something to watch! 50 feet per second vertical rate
of descent on landing! I didn't know Bonanza gear was that stout!

john smith wrote:

Wow! That must be something to watch! 50 feet per second vertical rate
of descent on landing! I didn't know Bonanza gear was that stout!
snip

Some of you are so anal it makes me want to return to the bathroom for a
second wipe job to see what I am missing.

--
Peter

Robert M. Gary wrote:
The problem is that you'll never be able to do the same thing at the
same time everytime. ATC may ask you to switch to a straight in,
traffic may start to take off the opposite direction on the runway,
etc. I sure hope I'll never land gear up, but I'm going to continue to
live with the idea that its just out there waiting to happen to me on
every flight.


Agreed. To clarify my statement about doing the same thing every time,
I should have been more specific. A quick GUMP check will always keep
you out of trouble regardless of where in the pattern you do it. It's
OK to have a healthy fear of a gear-up landing, just don't accept it as
inevitable as that old saying refers to (two kinds of pilots...)
Distractions do happen, and that's where training should take over. The
same guy at my old airport that bellied in his Baron almost did it a
second time a year later. He got distracted by LL turbulence and was
over the threshold when an eagle-eyed controller sent him around.

"Robert M. Gary" wrote

The problem is that you'll never be able to do the same thing at the
same time everytime. ATC may ask you to switch to a straight in,
traffic may start to take off the opposite direction on the runway,
etc. I sure hope I'll never land gear up, but I'm going to continue to
live with the idea that its just out there waiting to happen to me on
every flight.

Yes, but there is time to check for the last time, before you reduce power
to settle in, that you do have something to settle in "on to."

Don't most people build into their approach and landing procedure, at least
3 opportunities to check gear down? Failure to do one because of being
busy, maybe, but 3 times? I'm with kingfish. Not everyone will land gear
up.
--
Jim in NC

In my S35 the gear horn start at about 13-14 inches. Bottom of the
green is 15 inches. I reduce to 15 inches about 5 miles out. My gear
speed is 165 but I like to be around 145 or less to save wear and tear.
After putting some time on my Bo this last 11 months I am convinced
that many gear ups happen because pilots don't slow down enough in the
pattern. I have a hard time getting below 100 without putting the gear
down. I know Bonanza pilots who are deathly afraid to ever get below
100 unless their wheels are inches from the ground.



Peter R. wrote:

Peter Duniho wrote:


As for the warning horn, most retractable gear airplanes are equipped with
gear warning horns, and pilots frequently manage to ignore them

snip

With regards to my Bonanza, this horn is practically useless as it will
only sound when manifold pressure drops below 12 inches, well below the
green arc on the MP gauge (implying that for the majority of the approach
the horn would be silent).

It is not until power is pulled almost all the way back, which in my case
typically is less than 50 feet above the runway or about a second before
touchdown.