OOPS!!!

CLguy · Post by **CLguy** » Mon May 30, 2005 7:08 am

Seems Prop Air's G-1 crew had a little OOPS in Chapleau the other day when they decided to land their G-1 downwind onto the 3000' runway with a load of Ontario's Fire Ranger Crews.

It only took them about 4 hours to get it pulled out of the soft ground off the end of the runway. Not sure why they wouldn't have taken the 5000' runway that was available! Time is money, I guess!!!

. ._ · Post by **. ._** » Mon May 30, 2005 9:20 am

At 1465 feet, Chapleau is the highest airport in Ontario.

Maybe density altitude had something to do with it.

(Or someone really had to take a whiz.) Hopefully no one was hurt.

-istp

Flying Low · Post by **Flying Low** » Mon May 30, 2005 9:23 am

Just curious...anyone know how much of a tailwind they took and how much distance does a G1 usually need in no wind?

oldtimer · Post by **oldtimer** » Mon May 30, 2005 1:14 pm

Max tailwind is 10 kts. The airplane does not like a tailwind. Uses lots of runway. With no anti-skids, 3500 to stop with max pucker factor. We would not go into less than 4500. No Beta but with props in flat pitch, good aero braking down to 50-60 kts and there is where the problem lies. Brakes only after that. Otherwise a really great airplane.

Boss Hawg · Post by **Boss Hawg** » Tue May 31, 2005 9:50 am

What is a G-1?

J31 · Post by **J31** » Tue May 31, 2005 10:23 am

Boss Hawg wrote:What is a G-1?

Grumman G-159 Gulfstream at airliners.net http://www.airliners.net/open.file?id=236021

Boss Hawg · Post by **Boss Hawg** » Tue May 31, 2005 12:47 pm

J31 wrote:
Boss Hawg wrote:What is a G-1?
Grumman G-159 Gulfstream at airliners.net http://www.airliners.net/open.file?id=236021

Cool, thanks!

complexintentions · Post by **complexintentions** » Tue May 31, 2005 3:40 pm

Note the phallic Rolls-Royce Dart engines, also known as the "Dog Whistles"...geez I hated it when PetroCan would fire theirs up next to us...the noise of those things (and HS748's) are enough to make an MU2 seem quiet...God Save The Queen...

rigpiggy · Post by **rigpiggy** » Tue May 31, 2005 6:23 pm

Don't they have the max arrete system. like the 748/F27?

planett · Post by **planett** » Tue May 31, 2005 8:36 pm

You mean the "poor man's anti-skid" ?

Tower Dudette · Post by **Tower Dudette** » Tue May 31, 2005 8:45 pm

CLguy wrote:Seems Prop Air's G-1 crew had a little OOPS in Chapleau the other day when they decided to land their G-1 downwind onto the 3000' runway with a load of Ontario's Fire Ranger Crews.

It only took them about 4 hours to get it pulled out of the soft ground off the end of the runway. Not sure why they wouldn't have taken the 5000' runway that was available! Time is money, I guess!!!

...was that the only mishap that day? Tell the truth.

oldtimer · Post by **oldtimer** » Wed Jun 01, 2005 1:30 pm

For those who are interested, The Gulfstream G159, nicknamed G1, was one of the first turbine powered airplanes designed for the businessman. Seats 14 in usual corperate style but can be configured to 24 airline style with a crew of 3.
The Grumman Gulfstream G159 (G1) is a turboprop The Grumman G1159 (G11) was a pure jet. Grumman sold the company and it became Gulfstream. G11B is a G11 with new wings. G111 is modernized and higher capacity. G1V is a fanjet. GV is a super long range bizjet.
The airplane has a decelostat system similar to the maxaretes but it was troublesome so many had it disconnected.
Biggest proplem for the G1 was getting slowed down and on profile for approach. A real slippery bird. Easy to cross the threshold at ref+10 and then the sucker would float and float. It has lots of high lift wing. Once on, nosewheel shimmey was a problem so a lot of pilots held the nosewheel off before selecting ground fine. Once below about 60 Kts, it seems to take forever to slow to taxi speed. Add all those factors and I can see where the airplane can be run off the end. A manditory mod on some early airplanes required a frangable nose wheel drag link because someone ran one off the runway with an FAA inspector in the center jump seat and the non frangeable drag link was driven through the floorboards and heading for the inspectors family jewels. So an AD came out preventing use of the jump seat during take-off and land. So the frangeable drag link solved the problem because it would bend in the middle before getting to the nuts.
We always refered to the airplane as a 36,000 lb dogwhistle. All in all, just a great airplane. Built like a brick shithouse.

CLguy · Post by **CLguy** » Wed Jun 01, 2005 3:45 pm

Tower Dudette, not sure what you mean about that being the only incident that day. It is the only one that I know about but obviously you must know more than I so please enlighten us.

Tower Dudette · Post by **Tower Dudette** » Thu Jun 02, 2005 4:53 am

CLguy wrote:Tower Dudette, not sure what you mean about that being the only incident that day. It is the only one that I know about but obviously you must know more than I so please enlighten us.

Something about a couple of Twin Otters and your CP and scrapes and bruises on a couple of aircraft in CYSB?

CLguy · Post by **CLguy** » Thu Jun 02, 2005 11:08 am

In YSB there was a Birddog that taxied in and while parking rubbed his wing on the tail of a Twin Otter with minimal damage. I imagine that is what you are refering to. Sounds like the story has gotten a little blown out of proportion.

hz2p · Post by **hz2p** » Thu Jun 02, 2005 11:12 am

If Birddog humped the leg of a twin otter, I'd believe it - probably the most action he's had all year!

Tower Dudette · Post by **Tower Dudette** » Thu Jun 02, 2005 9:59 pm

CLguy wrote:In YSB there was a Birddog that taxied in and while parking rubbed his wing on the tail of a Twin Otter with minimal damage. I imagine that is what you are refering to. Sounds like the story has gotten a little blown out of proportion.

Thanks for clearing that up. Rumours down here blew it up to it was ground freq fault for not giving proper directions. NavCanada loves it's paper work and rumours even more.

OOPS!!!

OOPS!!!

Re: OOPS!!!