All posts tagged 'Piper Aircraft'

How to Manually Extend Your Gear in an Emergency

Complex airplanes can be a large variety of different types of planes. Federal Aviation Regulations in the Airplane Flying Handbook define a complex aircraft to be "an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller." So, this can be different types of jets and especially general aviation planes.

Most commonly, we see general aviation planes such as a Piper Cherokee featured here on the Aircraft for Sale area. Planes like these are usually the roots of most pilots when they were working towards a complex endorsement. Nonetheless, every pilot should be ready for a gear extension failure regardless of the plane they're flying. 

The first step to realizing you've had a gear extension failure is after vocalizing gear in transition, checking to see that the gear is fully down. There will be an absence of a light on the indicator (in most cases it's green). Some planes may have 3 green lights for each wheel, and some may just have one. Regardless, if any of the required indicator lights are absent, you've got an issue.

Here, you want to do a quick check to see if it's the lightbulb that's the issue and not the gear itself. Ensure your master and alternator switches are on, and if able pull the outer cover of the light off to see the lightbulb. You can easily touch it or lightly twist it and if it comes on, then it's the lightbulb that's malfunctioning. Always check your circuit breakers as well. If the gear circuit is out, push it back in one time. If the light comes on, again it's an electrical issue there and not the gear. However, if the circuit pops back out again leave it alone. It's popping out for a reason, so don't push it in again and especially don't hold it in. 

If you've ran through these first steps and have diagnosed it's not the landing gear position indicators that are out, now it's time for a manual gear extension. Let ATC know (if you're talking to them) what's going on and what you're about to do, and if you're coming in to land (which you most likely are) that you'll be going ahead with a go around. It doesn't matter if you get the gear down safely in time for touchdown, take another lap in the pattern. This reverts back to safe decision making.

Next, follow your emergency checklist according to your POH here to start emergency gear extension. Check airspeed is below what's published-because the gear may not be able to drop down without hydraulic power if you're too fast-and hit the landing gear selector down. Now grab your emergency gear extension lever and drop it down. Here you should feel the gear drop down, as you'll feel the drag and airspeed will slow.

You're not done yet. Now, you have to make sure the gear is locked in place. The last thing you'd want is to have followed a good emergency gear extension checklist, then touchdown and have a wheel collapse. You can ensure this by checking your landing gear lights are all lighted. 

But what if you have an electrical problem (reverting back to earlier) and can't see a light, or it still isn't lighted? That means you have to "wiggle the plane" so to speak and push the gear into place. Yaw the aircraft with rudder to both sides, and this should push the sides into locking. The nosewheel should have locked into place given that you let the gear down below airspeed. 

Now, you're ready to land. Again, let ATC now know what is going on. On a VFR day at a controlled airport, tower can even help you out by spotting you and letting you know if they see all your gear is down. This also goes at an uncontrolled field if someone else is in the vicinity and talking on the CTAF. Think of out of the box ideas like this to help you, it's all about managing the resources available and making safety a priority. 

In the worst case scenario that gear still isn't down, go then to your gear up landing checklist. If you haven't already, now it's time to officially declare an emergency.

Now matter what follow your checklists, use your available resources, revert back to your training, and most of all stay calm. Panicking is the worst thing to do in any emergency because you can't think straight and can now easily stray away from your procedures. 

Have any stories about doing a manual gear extension or any emergency scenario stories in general? Comment below and stay tuned for more posts!

Piper increases in shipments, billings in 2010

AOPA Pilot reported yesterday, Piper Aircraft released its 2010 shipment and billing figures Feb. 22, reporting an increase in both areas. The news came the same day as the General Aviation Manufacturers Association’s State of the Industry address, which reported a continued decrease in GA shipments but an increase in billings.

 As GAMA had reported, emerging markets worldwide contributed to the increase in billings. The same was true for Piper, which delivered 47 training aircraft to four foreign countries—Australia, Malaysia, South Korea, and Qatar—and the United States. Piper said that it also expanded its overall market share in deliveries of piston and turboprop aircraft from 10.5 percent in 2009 to 20.1 percent this year.

Piper deliveries increased 75 percent in 2010, with 160 aircraft. Billings rose nearly 38 percent to $120 million, the company reported.

Of Piper’s eight models of aircraft that were shipped in 2010, each saw double-digit numbers, except for the Arrow. The Mirage and Meridian accounted for the most deliveries, with 26 and 25, respectively. The company shipped more than 20 of the Warrior III, Archer III, Seneca V, and Matrix. It delivered four Arrows and 16 Seminoles.

Shipments and billings in the fourth quarter gave Piper a boost, with 53 deliveries and $42 million in billings.

While Piper expanded its market share in piston and turboprop aircraft, it is eyeing the business jet market with the PiperJet Altaire. Piper announced a redesign of the PiperJet, along with the new name, during the National Business Aviation Association annual convention in October. As AOPA previously reported, the first flight is scheduled to take place in 2012, with deliveries beginning in 2013.

In January, Piper left a new segment of the aviation industry—the light sport aircraft market. It ended its one-year relationship with Czech Sport Aircraft, which built the PiperSport LSA, because of a difference in business philosophies.

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