Doesn't look like it has been posted yet.
Was looking real nice until he took out the sign
http://www.liveleak.com/view?i=fc5_1185914642
Two wheel landing
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
Two wheel landing
Take my love
Take my land
Take me where I cannot stand
I don't care
I'm still free
You cannot take the sky from me
Take my land
Take me where I cannot stand
I don't care
I'm still free
You cannot take the sky from me
I actually did exactly the same thing in my initial sim training at Flight Safety in Savanna GA. The only difference was I kept the airplane on the runway. Not part of the regular training program but this was hour 24.2 out of a 24 hour program.
The US Navy has a couple of Gulfstream 1's they use as weapons system trainers. I forget the type of airplane but there is a replica of the cockpit weapons system in the back and Navy sprogs bomb the shite out of pictures of targets.
The US Navy has a couple of Gulfstream 1's they use as weapons system trainers. I forget the type of airplane but there is a replica of the cockpit weapons system in the back and Navy sprogs bomb the shite out of pictures of targets.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
I've run this scenario in my head a few times wondering what would provide the best outcome. I think it would be best to retract all the gear, if possible, shut down engines very short final, feather props, and belly land. I think in the long run you will get less damage and have a greater chance of keeping it on the runway.
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invertedattitude
- Rank 10
- Posts: 2353
- Joined: Tue Jul 06, 2004 1:12 pm
For most of the machines that I have flown, the checklist calls for landing on whatever gear that you have extended as opposed to a belly landing. Regardless of whether it is a nose gear or a main gear that has not extended.invertedattitude wrote:I thought it would be standard practice to land with both mains or no mains
One of the two aircraft that I actively fly now calls for landing with the gear down if ONE of the gear (main or nose) has not extended. It does; however, call for a belly landing if TWO of the gear do not extend.
The other machine has this comment in the AOM:
Bottom line, in all of the machines that I have flown (both jet and turbo-prop) the checklists for this situation (one main not extended) would be to land with the nose and the other main extended.It is considered preferable to use all available gear locked down rather than carry out a belly landing.
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invertedattitude
- Rank 10
- Posts: 2353
- Joined: Tue Jul 06, 2004 1:12 pm
Memory has failed to provide an absolute iron clad answer but I seem to recall the Gulfstream recomended an all gears up landing only if the nose wheel failed to extend or only one gear came down.
In my case, since training was complete and we were done, the one main gear retracted landing was a "joke" for the next students who were waiting in the wings. Using brake and nosewheel steering, I was able to keep it on the runway but I started on the far side and just as the video shows, the airplane veered off as we slowed down.
In my case, since training was complete and we were done, the one main gear retracted landing was a "joke" for the next students who were waiting in the wings. Using brake and nosewheel steering, I was able to keep it on the runway but I started on the far side and just as the video shows, the airplane veered off as we slowed down.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
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Siddley Hawker
- Rank 11
- Posts: 3353
- Joined: Tue Aug 10, 2004 6:56 pm
- Location: 50.13N 66.17W
Holy banana beams, Batman. 
The guy did a pretty good job. I wonder if he would have gone off the side if he'd gone to ground fine on the right engine right at the end when it started to slide to the left.
I had the nose wheel descend, but not lock, on me twice on the G1. The first time we did everything according to the book, blew it down, pulled g's etc. without success. You could see the thing was down by the reflection in the spinner, but we had an unsafe indication and got the horn on power reduction. By this time the company was on the phone to Savannah so I told them since we had bugger all to lose we were going to do a touch and go and tap the nosewheel on the runway to try and lock it into place. They said go ahead and let us know how it works. It worked ok. Afterward maintnance jacked the airplane up, greased everything and ran a bunch of retraction tests that all worked fine. The next day, the same thing happened, no feckin nosewheel on the first landing. This time when I tried the tap-it-on-the-runway trick it didn't lock, so we landed with the nosewheel unsafe. You can do it, just don't let the sucker roll backward even an inch. What had happened, when the gear had been overhauled, one of the bushings in the nose wheel upper trunnion had been misaligned with the hole for the grease nipple, so the bushing wasn't getting any grease. It worked on the ground, but with the air loads it wouldn't in the air.
Yossarian we also gave some thought to feathering both engines on our second attempt when the nosewheel wouldn't lock after the tapping procedure, but after discussing it between ourselves we vetoed it. On the G1, there are a couple of gates on the throttle quadrant you have to come through with the HP cocks, from the lock out to the feather position. It would be nothing short of a miracle if you got both props to feather at the same time, and if they didn't feather simultaneously you turned an otherwise stable situation into an elbows and assholes exercise.
The guy did a pretty good job. I wonder if he would have gone off the side if he'd gone to ground fine on the right engine right at the end when it started to slide to the left.
I had the nose wheel descend, but not lock, on me twice on the G1. The first time we did everything according to the book, blew it down, pulled g's etc. without success. You could see the thing was down by the reflection in the spinner, but we had an unsafe indication and got the horn on power reduction. By this time the company was on the phone to Savannah so I told them since we had bugger all to lose we were going to do a touch and go and tap the nosewheel on the runway to try and lock it into place. They said go ahead and let us know how it works. It worked ok. Afterward maintnance jacked the airplane up, greased everything and ran a bunch of retraction tests that all worked fine. The next day, the same thing happened, no feckin nosewheel on the first landing. This time when I tried the tap-it-on-the-runway trick it didn't lock, so we landed with the nosewheel unsafe. You can do it, just don't let the sucker roll backward even an inch. What had happened, when the gear had been overhauled, one of the bushings in the nose wheel upper trunnion had been misaligned with the hole for the grease nipple, so the bushing wasn't getting any grease. It worked on the ground, but with the air loads it wouldn't in the air.
Yossarian we also gave some thought to feathering both engines on our second attempt when the nosewheel wouldn't lock after the tapping procedure, but after discussing it between ourselves we vetoed it. On the G1, there are a couple of gates on the throttle quadrant you have to come through with the HP cocks, from the lock out to the feather position. It would be nothing short of a miracle if you got both props to feather at the same time, and if they didn't feather simultaneously you turned an otherwise stable situation into an elbows and assholes exercise.
