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Aircraft Damage History

Aircraft suffered a gear-up landing in 2010 due to pilot error.

For having made a grievous error, the pilot made a gentle landing and all damage was readily repairable.

(Click on an image for a better view.)

Please review Repairs and Service after this section.

From this perspective, the propeller and nose gear doors were damaged

The pilot did not try to "save" the airplane by lowering the gear after contact. This is actually the best approach because lowering the gear late does not work, and it results in more damage.

Note the symetric curl on the propeller blades. The propeller strikes were light (as propeller strikes go) as the pilot gentlely lowered the airplane with engine idling.

When the airplane came to a stop and weight shifted back to the flaps and nose gear doors, the propeller cleared the ground and the engine continued to idle. (with the airplane sitting on the ground.)

The H-35 has a retractable step. Because the gear was up, it was retracted, and there was no damage in that area as a result.

Obviously, the propeller blades would be replaced.

Technically, the engine would not require a tear down.

The engine would be completely dismantled, thoroughly inspected, and overhauled.

I had Kline aviation inspect and overhaul the engine to insure there was no question that the work was objective and thorough.

The nose gear doors carried the weight of the nose of the airplane. Notice from the wear, the load was distributed. This resulted in minimal damage to the airframe.

Notice how the edge of the gear door wore through. This allowed the lower part of the engine cowl to contact the ground and also wear.

The pictures show how the gear doors were extended from the original length. (an approved modification) Both gear doors would be replaced with new, full length doors.

The next two pictures show the wear that passed through the nose gear doors. The port side was not affected.

The starboard keel did have wear and was repaired as noted in the 337.

Notice the cowl skin wore through against the keel. Rather than patching the skin, the cowl skin was replaced.

The exhaust pipes contacted the gound and would be replaced. The placed where the exhaust pipes contacted the airframe were inspected, opened, and repaired as necessary.

The wear aft of the nose gear doors was minimal. The skin would still be replaced.

Unrelated to the landing, the arm of the landing gear was too close to the cowl skin. This would be corrected.

The aft flap tips carried the weight of the back of the airplane. This protected the belly and helped minimize the damage.

Unlike Piper and Cessna, the Beechcraft flaps have 5 layers of material. I do not know their reasoning, but the result are flaps that can carry the weight of the airplane and keep it off its belly.

The damage on the starboard flap extended fairly far and affected all five layers of metal. It was more economical to replace this flap with a servicable unit.

The damage to this flap was more isolated. It would be repaired.

This airplane would require minimal field repairs, remove the gear doors, a couple antenne on the belly, and a loaner propeller for a special flight permit.

A loaner propeller was installed. The gear doors were removed. New antennae were installed on the belly.

Per FAA procedures, the airplane was flown "home" for repairs with the gear extended.

This picture was taken immediately before the ferry flight.