There are two types of pilots who fly retractable gear aircraft.  Those who will forget and those who have.  I now belong to the latter category.

Ian,

 

There is a growing number of us - enough to form the Lancair Powered Sled Club. There is no good way to welcome its' newest member other than by letting you know that so many charter members have paved the way (pun?) before you.  The good news is how quickly she grinds to a stop, whether or not you are applying the brakes -- this is important future emergency procedure information that should be shared with non-members.

 

With luck, the prop hub is still usable and, when the engine accessory case is removed, a test of the crankshaft main gear clearance (a ck that the crank is not bent) is within tolerance.  Hopefully, the tough belly, protected by cowling and sliders (sometimes call exhaust pipes), will show no wear on the main spar cap.  If you have enough pitot tubes and x-pdr antennae out near the wing tips, wing damage will be minimized also.  In most cases, with the tail stabilized, a tow truck sling or engine lift can raise the fuselage easily enough to complete the pre-landing checklist and the gear can be extended, thus allowing to to pull the wheeled craft out of sight and only closing the runway (maybe the airport) for just a short time.

 

These days, someone will contact the FAA and a check ride (409? 709?) might be required.  Of course, they can be instructed to wait until your aircraft is repaired and to not supply a check pilot over 200#s or 6'6".

 

Now, about bent prop blades............