Emergency Landing Gear Operation Recently there have been a number of belly landings which subsequent investigation showed to be uncalled for. In three cases it was found that the emergency extension system was still in perfect operating condition after the crash. The pilots later admitted they had not tried their emergency system. We have heard that some pilots feel that the '38 is the safest plane in the world to bring in on its belly, because of the cockpit location and the fact that the two booms act like runners in preventing the ship from flipping on its back. |
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As a left-handed compliment we are happy that you have such confidence in our plane but as pilot to pilot we admire the fellow who can meet the emergency calmly try all emergency procedures and even a few of his own-and then if he is sure nothing more can be done, bring her in on her belly. While discussing this subject Roy Cameron said, "One of the best precautions I know to prevent a belly landing is to check your hand pump before take-off to see if it is operative. If you get a feeling of pressure after a couple of strokes, you know it is working." |
| Just because the wheels won't come down the first time, don't think the next step is to find a nice soft place for a belly landing. Try them again. Check your hydraulic pressure; visually check to see if your wheels are down. Sometimes in those P-38's equipped with warning horns, the horn is merely shorted out causing it to blow, and your gear may actually be down and locked. When possible have the tower check your gear. | |
If you are certain your gear is up, and it refuses to go down by repeated operation of the landing gear control lever, then resort to your emergency procedures. Don't get panicky! Relax, take it easy. There is no immediate danger. As long as your fuel lasts, you have time to figure out how to get the damn thing down. For this reason, we always reduce our power setting to around 1600 RPM with 20'to 25 inches, and put the mixture in automatic lean. This is an efficient setting for maximum endurance aloft.
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Two conditions are usually the cause of hydraulic system failure. Either the engine hydraulic pump has gone out, or there's a break in the hydraulic line. If the engine pump goes out, fluid will still be in the lines and the auxiliary hand pump can be used to extend both the gear and the flaps. No other action except pumping is required and it will take about five minutes to pump the gear down and locked. You see,the engine pumps drain the hydraulic fluid from the top two-thirds of the Servo reservoir while the hand pump drains from the bottom third. So if there is a leak in the engine pump only the top two-thirds will drain out, and the bottom third can still be forced through the lines by the hand pump. On those P-38's having automatic coolant flaps, be sure that the override coolant flap switch is in the off (normal) position because there is a fixed bleed in the override position which would prevent building up hydraulic pressure with the hand pump. If after two or three minutes of pumping there.is no feeling of pressure against the pump, it indicates that there is fluid failure. In this case the emergency system is still on tap. The emergency extension system comprising the hand pump, by-pass valve, and selector valve is located on the floor to the right of the pilot's seat. This is an entirely separate system having its own tank and lines to the gear. First, be sure the landing gear control lever is in the "Down" position.. Next, close the by-pass valve by turning it clockwise (and keep it closed). Then the hand pump selector valve handle is placed "Down" and the pump is operated to force the doors open with the wheels. Pumping is continued until all three wheels are fully extended and locked. The selector valve handle should be checked "Down" while pumping to make sure it hasn't moved out of position. |
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| Roy Cameron* says: "CHECK YOUR EMERGENCY HAND PUMP BEFORE TAKE-OFF TO SEE IF IT IS OPERATIVE |  |
*Lockheed Test Pilot Commercial Pilot CPT Instructor Flying Ambulance Service Forestry Lookout Pilot Charter Service Operator |
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If both emergency procedures fail, there are still a couple of things you should do. Try shaking the gear loose by sharp dives and pull-outs. The centrifugal force of a loop or two has been all that was needed in some cases. Above all, try everything before you make your decision to bring her in on her belly. If you are satisfied that nothing more can be done, then inform the tower that you are about to put on a little demonstration and would appreciate their rolling out a nice strip of grass or soft turf. Asphalt or cement runways are pretty hard and we feel that whenever possible a grassy or plowed field is much softer and reduces fire hazard. |
On our list of recommendations for test pilots we have the following to say about belly landings. If you have made up your mind to come in with the gear up, first get rid of external gas tanks. Next, after you have selected your spot to land, unfasten your parachute both at the chest and the thigh so that when you finally stop you can get out in a hurry. To protect yourself from smashing into the stick and instrument panel, securely fasten your shoulder straps, and your safety belt. Then, with flaps full down (if you can get them down) bring her in just over the fence with power-on, and when you are over the spot you have chosen to set down, chop your engines, kill your master switch, and haul back on the stick, thus making contact in a stalling attitude, forcing your rear booms to make contact first. |
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Although the '38 has a reputation for being a safe ship to bring in on her belly, don't be fooled about belly landings. None of them are a cinch. You can prevent banging up both your plane and yourself if you keep in mind the emergency procedures. We would like to explain to inquiring readers that our subject matter is determined to a large extent by your questions. If you have a particular problem on the '38, drop us a line and we'll talk it over in one of the following issues. |
TOP-COVER In April, 1943, four P-38's went on a special mission to Porto Torres, Sardinia. In the harbor were two enemy cargo ships. While three of the planes flew a weaving course over the target at a thousand feet, Lt. Col. Weltman dropped down to within'a few feet of the water. The three P-38's, acting as a diversionary top-cover, drew the enemy flak and protected the Colonel from possible attack by enemy aircraft. Unnmolested, the Colonel was able to skip-bomb the two vessels with a delayed action thousand pounder. The first vessel was struck high and amidships, the bomb passing through the super-structure and lodging itself in the second vessel. The tremendous explosion resulted in the sinking of one ship, severe damage to the other, and the total destruction of the surrounding cargo-laden docks. AN INDIVIDUAL ACHIEVEMENT NEEDS TEAM
COOPERATION! Prepared under the supervision of the Office of Flying Safety A.A.F. |
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(This is an actual incident as seen by Lt. James H. Sullivan and and illustrated by Fredric Kohn.) |
