I liked the original thread title, as it goes with the point I've been trying to make, pilots continue to make the same mistakes, over and over. I would be willing to bet that the first time an amphib got landed gear down in the water was very shortly after the first amphib was invented.

Blakey wrote:Mods,

Is there a particular reason the title of this thread got changed? I have no gripe with the current title but I didn't think the original one was all that inflamatory or contentious!

It helps in preventing more threads starting on the same subject or incident. At least two were started.

To quote ., where is the old duck.

Quote:
I am not a fan of the multi page check lists that a lot of flying schools use but your correct about the value of a pilot learning to check the gear position before landing in every airplane they fly...and if taught from day one it will be burnt into the memory banks forever


Philly there is a bullet proof check that will assure you can safely fly amphibious aircraft if you use the check every time in every airplane you fly and in the correct manner......read above the part....

learning to check the gear position before landing

My check is .

" Where am I landing and where is my gear ? "

I have been flying amphibious airplanes since 1954 and that check has worked for me...in fact it saved me landing with the gear in the wrong place twice.

_________________
The hardest thing about flying is knowing when to say no


After over a half a century of flying no one ever died because of my decision not to fly.

mag check wrote:

rigpiggy wrote:

Ogee wrote:Question to those who have the answer...

In that situation, could anything have been done to get everybody out, close the doors, and try and right that thing?

Uhh NO!

Sure there is, but it would depend on having the proper equipment there at the time.
It is not too difficult to flip it back over, but not much time before it goes down.

I would like to see how quick you could get the necessary equipment there, having seen the mayhem that ensues with a floatplane recovery when rushed ie ripped the wings/top half of both a cub and a 180 due to rushed efforts, and not removing inspection covers, wingtips, slashing the fabric etc.. I wouldn't bet that you could do it expeditiously enough to avoid damage

Like I said, it would depend on having the equipment there.
This otter was floating high, and dry. Given the proper rope, and boat, and assuming it is in deep water, this plane could be rolled back over easily.
The fuse was dry, tail dry, and by the looks, the wings were mostly dry. A line to the tail, hooked to a relativly high powered boat, could have pulled it back over. The problem is, no one is thinking about that just after it happens.

I guess that Doc will be happy .......




......Another plane landed with the gear firmly down!

Scary. And even more scary is that so many pilots on this board believe that it could not happened to them. That arrogance will get you in trouble one day. I thought that the latest approach to aviation safety was an acknowledgement that we all make mistakes. I have spend about 5000hrs on amphibs and I never flipped one, but I will not claim that it couldn’t happen to me.
The retractable land plane pilots belly them in all the time. And on land plane you are supposed to always land gear down, unlike amphibs, when every time you need to make a decision.
We fly single pilot, so no challenge/response check list for us. I have seen some companies insisting on a 10 page check list. All it does is for pilots to go thru the motions. We simply don’t have time to read a book while a floatplane is drifting away.
I use a flow check for my landing checks, and then I go thru simplified electronic check list. We have the audio gear annunciator, and I make a point to actually listing to it. As a last chance check, I set rad alt at 300ft even in VFR wx. I get my beep and I check the gear last time. It worked for me so far.
Happy floating

Gear warnings are good, but you still have to be aware.
The gear warning coming on to late has caught a few too. Approach speed can be pretty high and at low altitude if landing on a big lake.

TABERNAC!!!!

TABERNAC!!!!

Naw, that's what us Quebecois would say. Or maybe "B'en calisse!" That's in France, he probably said "Zut, alors!"

This aircraft was being flown by the Swiss owner of the aircraft. What a way to end a brand new rebuilt turbine single otter.... oh well, he can be lucky that nobody was killed or hurt.... and he has himself to blame...
6to8

The Aviator wrote:Gear warnings are good, but you still have to be aware.
The gear warning coming on to late has caught a few too. Approach speed can be pretty high and at low altitude if landing on a big lake.

Yes, it helps to be awake while landing...
The audio warnings can be adjusted to your approach speeds. The problem is, that when set too high, some pilots will pull the CB to cancell anoying messages. Can you remember to push the CB back in , as you evacuating sinking aircraft...

This Otter already had a crash in 2005:
http://flythebush.blogspot.com/2007/04/ ... es_08.html

Ah, QEI! I flew that old buzzard a lot out of Campbell and Tahsis... never let me down.

I think almost every otter/beaver has been in some kind of fender bender. nature of the beast, ie: short esker big rocks, tailwheel knocked off etc....

cdnpilot77 wrote:I can't read in French, but seems the gear is in a curious position for landing on water...hmmm....must have been a former French Fighter pilot and the crappy Canadian Airframe not holding up that caused this one

Crappy canadian airframe.....hope you're joking cause otherwise there's some specialized institutions that could bring you back some

Caracrane wrote:

cdnpilot77 wrote:I can't read in French, but seems the gear is in a curious position for landing on water...hmmm....must have been a former French Fighter pilot and the crappy Canadian Airframe not holding up that caused this one

Crappy canadian airframe.....hope you're joking cause otherwise there's some specialized institutions that could bring you back some

Wow!

Jerz wrote:Can you remember to push the CB back in , as you evacuating sinking aircraft...

Not likely. He left the strobes and the Master on!

Shit happens.
Most people remember to pull down their pants first though.

A CL 215 landed gear down in the water at Nice, France, in the late seventies,
just right after taking off the land airport.

With a PBY, everyone dies because the props end up shredding the cockpit.

Not with the 215.
It just floated there with even the cowlings undamaged

Both gearboxes sheared and they never found them or the props.
And the nose gear doors.

Same day, they built two floating platforms on shore,
hoisted down two QECs on them and the next day,
on the water, the engines where replaced and
new gear doors where screwed temporarily in.

The following day, the plane flew back to Marignane (Marseille)
to be pulled on their ramp
with a dolly under the nose.

And that's why they call it the yellow brick s**t house!