Discuss Items:

Hard landings (memory items listed as *) In the event of a hard landing where possibility of gear or structural damage is suspected...

If on the runway:
FULL STOP - EXECUTE*

If airborne:

1. Landing Gear - REMAIN DOWN *
2. Airborne Landing Gear Inspection - EXECUTE
   If visual damage is confirmed:
3. Execute appropriate landing gear EP
   If visual damage not confirmed:
4. Normal landing - EXECUTE

   CAUTION - Minimize use of brakes to avoid additional loads that may collapse gear. Do not attempt to taxi the aircraft.

Airborne landing gear inspections:

1. Climb to at least 2000' AGL.
2. Conduct sufficient cockpit-to-cockpit communications to coordinate joinup, inspection, and separation.
3. Inspecting aircraft should check the following:
   a) General condition of the landing gear
   b) Tire inflation and condition
   c) Mechanical downlock in extended position.
   d) Inboard landing gear doors for any gapping
   e) Struts for visible hydraulic fluid
   f) Illumination of external landing gear position lights

WARNING - Below 2000' AGL, insufficient altitude may preclude a successful bailout in the event of a midair collision. If conditions preclude VFR operations at or above 2000' AGL, an airborne visual check is not recommended. Obtain a visual check from tower if possible.

WARNING - Abrupt changes in airspeed, attitude, and altitude shall be avoided.

Landing gear emergency extension:
(If gear position indication does not match the position of the landing gear handle or the red (in transit) light is illuminated): Regardless of electrical power availability, the landing gear crank should be operated until it cannot be moved further. Check landing gear position indivcators fully exteded conditions if electrical power is still available.

1. LDG GEAR PWR and CONTROL circuit breakers - PULL (1st 2 in 3rd row)
2. Gear handle - DOWN.
3. Clutch knob - UNLOCK.
4. Clutch knob - ENGAGE.
5. Gear - CRANK until handle stops.
6. Gear position indicators - CHECK (as required)

WARNING - The handcrank must be disengaged from the driveshaft after extending the gear manually; otherwise, subsequent operation of the gear electrically will cause the crank to spin rapidly with possible injury to personnel and damage to the system. Any spinning of handcrank shall be reported to maintenance personnel.

CAUTION - The landing gear emergency extension system is designed and stressed only for extension and should not be used in an attempt to retract the gear except in an extreme situation.

Unsafe landing gear position indication:
If a landing gear problem is encountered or suspected, the gear should never be cycled because reextending the gear could aggravate the problem.

NOTE - Should the nosegear fail to extend fully with both main gear down & locked, landing should be attempted with both main gear down and locked using the appropriate procedures.

If one main gear fails to fully extend, a gear up landing is preferred to a landing with one main gear retracted. If gear position does not match the position of the landing gear handle, or the red (in trancit) light is illuminated...

1. Landing gear emergency extension - EXECUTE
   If unsafe landing gear position indications exist, proceed as follows:
2. Airborne landing gear inspection - EXECUTE
   If visual check confirms landing gear unsafe:
3. Unsafe gear procedure - EXECUTE
   If visual check confirms landing gear appears down and locked:
4. Land with caution. Roll out straight ahead using brake application and beta only as necessary. Stop on runway until gear is inspected.

Landing gear unsafe emergency landing:
If unsafe landing gear position indication persists with the gear handle down and a visual check confirms landing gear unsafe, proceed with one of the following procedures...

NOTE - Should the nosegear fail to extend fully with both main gear down and locked, landing should be attempted with both main gear down. If one main gear fails to fully extend, a gear up landing is preferred to a landing with one main gear retracted.

Should the nosegear fail to extend fully:
If the nosegear should fail to extend fully and is free swinging, it may be possible to achieve an overcenter locked position by using the following procedures:

1. Flaps - DOWN
2. Airspeed - SLOW TO 80 KIAS
3. Make gentle pitching oscillations using positive g’s to swing the nosegear into the locked position.
4. Land using LANDING WITH NOSEGEAR RETRACTED procedures outlined below.
5. If the nosegear supports the aircraft, smoothly apply full forward stick to maintain pressure on the nosegear and do not allow the nosewheel to bounce on the runway.

Landing with nosegear retracted:

1. Oxygen mask - DON
2. Loose items in cockpit - SECURE
3. Parachute - UNFASTENED
4. Harness - LOCKED
5. Make normal approach, full flaps
6. Canopy - EMERGENCY OPEN
   NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.
7. Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
8. Emergency fuel shutoff handle - PULL
9. Battery switch - OFF
10. After the main gear touches down, hold the nose up with aft stick. As the stick approaches full aft and elevator authority is lost during the rollout, lower the nose gently to the deck while pitch control is still available.
    When aircraft comes to a rest:
11. Harness - RELEASE
12. Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).

Landing with gear up:
If the gear fails to extend, a wheels-up landing can be made on either hard or soft ground; however, a hard surface is preferable since sod tends to roll up into chunks, damaging the underside of the fuselage.

1. Oxygen mask - DON
2. Loose items in cockpit - SECURE
3. Parachute - UNFASTENED
4. Harness - LOCKED
5. Make normal approach, full flaps.
   NOTE - If crosswind component is out of full-flap limitations (15 kts max FF), consideration shall be given to making a no-flap approach. (22 knots max NF)
6. Canopy - EMERGENCY OPEN
   NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.
7. Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
   NOTE - The aircraft will float significantly in ground effect with the gear up and the propeller in feather. Plan the approach accordingly.
8. Emergency fuel shutoff handle - PULL
9. Battery switch - OFF
   When aircraft comes to a rest:
10. Harness, cords, mask - RELEASE
11. Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).

Landing with one main gear retracted:
A gear-up landing is preferred to a landing with one main gear retracted. However, if such a landing cannot be avoided, proceed as follows:

1. Oxygen mask - DON
2. Loose items in cockpit - SECURE
3. Parachute - UNFASTENED
4. Harness - LOCKED
5. Make normal approach, full flaps. Plan to land on the extended gear side of the runway.
6. Canopy - EMERGENCY OPEN
   NOTE - Dirt and loose objects propelled by the air blast may restrict visibility.
7. Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
8. Emergency fuel shutoff handle - PULL
9. Battery switch - OFF
10. Touch down smoothly on the extended main gear and hold the opposite wing up with aileron as long as possible after the nosewheel touches down.
11. When the wingtip strikes the ground, apply maximum opposite brake pressure.
    When aircraft comes to a rest:
12. Harness - RELEASE
13. Evacuate aircraft and meet upwind with co-pilot (be sure to look out for emergency vehicles).

Inboard landing gear door position annunciator light illuminated:
Aerodynamic pressures may cause “gapping” of the inboard landing gear doors illuminating the LH RH OPEN light.

1. Reduce airspeed. If safe indication is obtained do not exceed speed at which indication changed to unsafe. Note occurrence in appropriate maintenance form.
2. If unsafe indications persist with airspeed below 150 KIAS, land as soon as practical using normal procedures.
   
   CAUTION - Once gear has been lowered, raising the gear may aggrivate the problem.

Flap failures - There are no provisions for emergency flap operation. If wing flaps become inoperative and function cannot be restored, land the aircraft in the existing flap configuration.

Split-flap condition:
1) Reset flap lever to prior position.
2) Pull FLAP PWR circuit breaker (2nd row, 2nd back from end).
3) Land as soon as practical.

NOTE - The aircraft is fully controllable in the split-flap configuration. With use of full available aileron trim, control pressures are light. Consideration should be made for using increased landing speeds to enhance controllability.

Flap limit switch failure:
1) If either flap limit switch should fail, the resultant torque overload on the flap motor may trip the FLAP PWR circuit breaker.
2) Do no attempt to reset the FLAP PWR circuit breaker. Land the aircraft in the existing flap configuration.

Emergency orbit pattern
This pattern will be used for landing gear emergencies requiring visual inspection or special assistance. It is also used for aircraft unable to maintain 170 kts in the entry channel (on course rules). This racetrack pattern is oriented over the duty runway. Pattern altitude is 2500’ MSL weather permitting. Pattern airspeed is 120 kts. Turns in the pattern will conform with break direction for the various runways.

Entry to the emergency orbit pattern from the operating area will be made by:

1. Contact Approach for a random pickup/vector.
2. When directed by Approach, switch to Tower frequency for entry into the pattern. Comply with Tower instructions.
3. Maintain an altitude of 2500’ MSL while established in the racetrack pattern.
4. Once established, coordinate frequency change with __________ Tower to contact appropriate RDO. The squadron RDO shall contact ODO with any information or assistance needed (e.g., another aircraft to join up with the emergency aircraft, a dual aircraft to join with a solo aircraft). Airborne gear inspections will not be performed by another aircraft below 2000’ AGL.
5. The pilot-in-command of the emergency aircraft shall keep the tower advised of all follow-on intentions and coordinate frequency changes through the tower. The squadron RDO & ODO shall keep each other and all parties concerned (Operations Officer; Safety Officer) informed of the status of the emergency.

New Maneuvers for this event:

none

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