Miami Dade AW139 lands gear-up

[ApolloHeli]

Originally Posted by Jhieminga

That is an interesting HF case actually. What is the normal way that this is supposed to work? What is the system (the warning) designed to warn against? We all know the answer to that second question, but it helps to set it out in detail. Once crews have to work around built-in safeguards or warnings, something has gone wrong in the design.

Just like HTAWS alerts and landing offshore in the UK sector...

[[email protected]]

Regardless of the multitude of audio and visual warnings - a positive, from memory, check of gear and brakes is essential, and both pilots in a multi crew scenario should be doing it.

[albatross]

Originally Posted by [email protected]

Regardless of the multitude of audio and visual warnings - a positive, from memory, check of gear and brakes is essential, and both pilots in a multi crew scenario should be doing it.

It was SOP for the ( NFP/ PM/ whatever the term in use ) and in 76 and 92 …your hand followed the check. you touched the parking brake handle, verified 3 green gear, verified floats, radar, pointed you right hand at the deck or runway and said “Final Checks Complete”.

Being an ex fixed wing taildragger guy some helicopter folks commented when I pumped the brakes during the pre-landing checks when landing on a runway to verify brake pressure. ( pressure up and equal )
One TRI instructed me to stop doing that as it was not SOP.
We had a discussion about why I did it when we debriefed back on the ground …he never mentioned it again.

[megan]

.very early 76 daze many years ago 2 Training Capts had a similar event in Australia. Disabled the gear warning while practicing something…then wandered back to the airport, shot an approach to land. Can’t recall if they touched down or just broke some antennas

Maybe you're mentioning our C & T, only person I know of to do so in a 76 in Oz, damage limited to antennas. One of those things that can happen to anybody, the worlds highest houred 747 Captain came extremely close to doing same, and that was with every member of the cockpit crew being C & T.

[Nescafe]

Originally Posted by albatross

Not the first time….very early 76 daze many years ago 2 Training Capts had a similar event in Australia. Disabled the gear warning while practicing something…then wandered back to the airport, shot an approach to land. Can’t recall if they touched down or just broke some antennas.

Not quite the way I heard it. A trainer was doing an OPC. He failed the engine, and expecting a continued takeoff he raised the gear. The candidate, with plenty of tarmac ahead decided to reject and they skidded down the runway on the belly.

Could happen to any of us, (except Bell drivers) it only takes a moment of inattention.

[212man]

Originally Posted by Nescafe

Not quite the way I heard it. A trainer was doing an OPC. He failed the engine, and expecting a continued takeoff he raised the gear. The candidate, with plenty of tarmac ahead decided to reject and they skidded down the runway on the belly.

Could happen to any of us, (except Bell drivers) it only takes a moment of inattention.

Yes, exactly that. I know both individuals

[India Four Two]

One of those things that can happen to anybody, the worlds highest houred 747 Captain came extremely close to doing same, and that was with every member of the cockpit crew being C & T.

Hear's the story, as told in John Deakin's inimitable style:

https://avweb.com/features/pelicans-...ding-in-a-747/

​​​​​​​I can’t help but wonder what it would be like to be the only man in history to ever belly-land a perfectly good 747. When I think about it, I keep getting that funny feeling, kinda like standing on the edge of the Grand Canyon, back before they built all the protective fences. It’s not a nice feeling, either way.Be careful, up there!

[albatross]

Originally Posted by 212man

Yes, exactly that. I know both individuals

Good Morning
Sent you a PM.

[megan]

Once made an intentionaal gear up landing with a 76, well nose wheel up that is. Arrived home base and put gear down only to get the mains locked and green. Few recycles with no joy, a fly by of the tower showed mains down, nose wheel retracted with doors closed. Landed with the nose sitting on a pile of sand bags. Cause was the oleo didn't extend on the previous take off with the result the scissors jammed up against the hydraulic jack and bent the actuating rod protuding from the piston.

[the coyote]

Revs, Gear, Brakes.

After every take-off, before every landing.

[Koalatiger]

Originally Posted by 212man

I think most people do, although when I had a quick search I see that Bristow in Netherlands seems to have non-standard SOPs!

Actually I would say it is not always a good idea' to put the gear down, definitely not in strong winds (>30knots) , you want a clean surface below and no risk of getting lines or wires tangled up...which yes have happened....and the ditching config as mentioned are gear up on the AW139...

So how do you mitigate landing with the gear up if the warning is gone? Well if you use procedures built on the "three safety nets" you might have a better chance.

1. Aircraft systems (AWG, EGPWS)
2. Checklists
3. Callouts (SOP When PF calls "commited or landing" , PM check and respond "gear is down")

...then you have a better chance to catch it even with two of the safety nets failing...as it seams have happened here...