When experiencing a loss of up-elevator control, the pilot can retain pitch control by: 

• Applying considerable nose-up trim 

• Pushing the control yoke forward to attain and maintain desired attitude 

• Increasing forward pressure to lower the nose and relaxing forward pressure to raise the nose 

• Releasing forward pressure to flare for landing 

When experiencing a loss of down-elevator control, the pilot can retain pitch control by: 

• Applying considerable nosedown trim 

• Pulling the control yoke aft to attain and maintain attitude 

• Releasing back pressure to lower the nose and increasing back pressure to raise the nose 

• Increasing back pressure to flare for landing 

Trim mechanisms can be useful in the event of an in-flight primary control failure. For example, if the linkage between the cabin and the elevator fails in flight, leaving the elevator free to weathervane in the wind, the trim tab can be used to raise or lower the elevator within limits. The trim tabs are not as effective as normal linkage control in conditions such as low airspeed, but they do have some positive effect—usually enough to bring about a safe landing. 

If an elevator becomes jammed, resulting in a total loss of elevator control movement, various combinations of power and flap extension offer a limited amount of pitch control. A successful landing under these conditions, however, is problematical. 

## Landing Gear Malfunction 

Once the pilot has confirmed that the landing gear has in fact malfunctioned and that one or more gear legs refuses to respond to the conventional or alternate methods of gear extension contained in the AFM/POH, there are several methods that may be useful in attempting to force the gear down. One method is to dive the airplane (in smooth air only) to V$_{NE}$ speed (red line on the airspeed indicator) and (within the limits of safety) execute a rapid pull up. In normal category airplanes, this procedure creates a 3.8G load on the structure, in effect making the landing gear weigh 3.8 times normal. In some cases, this may force the landing gear into the down and locked position. This procedure requires a fine control touch and good feel for the airplane. Careful consideration should be given to the fact that if the pull up is too abrupt, it may result in an accelerated stall, possible 

loss of control, and cause excessive structural stress to be imposed on the aircraft. 

The design maneuvering speed (V$_{A}$) is a structural design airspeed used in determining the strength requirements for the airplane and its control surfaces. The structural design requirements do not cover multiple control inputs in one axis or control inputs in more than one axis at a time at any speed, even below V$_{A}$. Combined control inputs cause additional bending and twisting forces. Any airspeed above the maneuvering speed provides a positive life capability that may cause structural damage if excessive G forces are exerted on the aircraft. V$_{A}$ is based on the actual gross weight of the airplane and the wing’s response to a 50 foot per second wind gust or movement of the elevator. The combination of turbulence and high G loading induces even greater stress on the aircraft. Because wind gusts are not symmetrical, the total additional stress that is added to the aircraft due to turbulence is difficult to determine. Each element of the airframe and each flight control component have their own design structural load limit. Maneuvering speed is primarily determined for the wings; the elevator may be structurally damaged below this speed. 

An alternative method that has proven useful in dislodging stuck landing gear (in some cases) is to induce rapid yawing. After stabilizing below V$_{A}$, the pilot should alternately and aggressively apply rudder in one direction and then the other in rapid sequence. However, be advised that operating at or below maneuvering speed does not provide structural protection against multiple full control inputs in one axis or full control inputs in more than one axis at the same time. The resulting yawing action may cause the landing gear to fall into place. The pilot must be aware that moving the rudder from stop to stop is not a load limit certification requirement for normal category airplanes. Only aircraft designed for certain high G load flight maneuvers must have a vertical fin and rudder capable to withstand abrupt pedal control application to the limits in both directions. 

If all efforts to extend the landing gear have failed and a gear- up landing is inevitable, the pilot should select an airport with crash and rescue facilities. The pilot should not hesitate to request that emergency equipment is standing by. 

When selecting a landing surface, the pilot should consider that a smooth, hard-surface runway usually causes less damage than rough, unimproved grass strips. A hard surface does, however, create sparks that can ignite fuel. If the airport is so equipped, the pilot can request that the runway surface be foamed. The pilot should consider burning off excess fuel. This reduces landing speed and fire potential. 

