Well I have finally joined the ranks of those pilots who hide their landing gear.  I am now checked out on the local Comanche, PA-24-180.  Have to say, a very nice flying airplane, even on a hot bumpy day.  I hope to be getting more time in it soon!

Welcome to the retractable club!

beaky wrote on Jun 30^th, 2011 at 8:48am:


I actually haven't done too bad, better than my usual landings in the Cherokee and the Archer.  First landing was simulated engine out, not to bad for first time in a new plane.  Second landing was picture perfect crosswind, upwind wheel first, then other main, then nose, heard each chirp individually.  Biggest thing, you have to try to land it almost like a taildragger, because normal nose up attitude is level in the Commanche.

Biggest differences for me with this plane were the massive amounts of right rudder needed upon rotation (almost have to put the rudder pedal to the firewall), the extra speed it carries (second trip around the pattern could almost count as a cross-country by the time I set up for landing and did the GUMPS check), and the hand brake (no toe brakes in this old bird, maybe at the next annual).

All in all, I rather like the Commanche.  Flies a little smoother and fast than the Archer, has a slightly larger cabin, yet still has the economical fuel burn of an Archer.  Looking in trade-a-plane and controller.com, Commanche 180s are pretty affordable. 

Next time I get her out, I should get a pic and post. 

SaultFresh wrote on Jul 1^st, 2011 at 1:25am:


I'm curious, if he did a GUMPS check, how did he end up with the gear up.  That is the point of the mnemonic, to remember those things.

Gas on a good tank
Undercarriage down and locked
Mixture full rich
Prop full rpm
Slats/flaps

I was taught always do it three times before short final, and verify gear down three times before short final.  Usually first one is just entering the pattern as you slow down and dirty up, second is abeam the touchdown point, and last is just turning final.

SaultFresh wrote on Jul 1^st, 2011 at 1:02pm:


This gives me an idea for a new training aircraft.  Build the belly of the airplane to be a big replacable skid that would take the brunt of a gear up landing, as many gear up landings result in further damage to bulkheads and total the plane.  The prop and engine would have to be mounted high enough to avoid a prop strike. 

Put a couple of lifting eyes to make recovery easy, just pick it up, drop the gear, and fly it again.

SaultFresh wrote on Jul 1^st, 2011 at 2:13pm:


The 172RGs where I went to college seemed to wind up on their belly at least once a year.  It was a never ending process to fix them.