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Last edited by DearWife on Sat 06 Jul 2019, 4:40 pm; edited 1 time in total
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DearWife- Posts : 135
Join date : 2010-02-17
Last edited by DearWife on Sat 06 Jul 2019, 4:40 pm; edited 1 time in total
DearWife- Posts : 135
Join date : 2010-02-17
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Last edited by DearWife on Sat 06 Jul 2019, 4:41 pm; edited 1 time in total
Don in Hollister- Posts : 137
Join date : 2010-02-17
Age : 89
Location : Hollister, California
DearWife wrote:Witness:
"The wheels ... were too low, too soon"
http://www.cnn.com/video/data/2.0/video/bestoftv/2013/07/06/sot-witness-from-hotel-emotional.ktvu.html
Hi DearWife. Being an old pilot I sure hate saying this, but it seems the triple 7 crash was pilot error. He undershot the runway and pulled the nose up to sharp causing the tail assembly to hit the seawall shearing it off just aft of the bulk wall.
This is the second crash for the triple 7 since its introduction in 1995 and the first in which there were fatalities. It was completely designed by computer and is a fly by wire aircraft. Fly by wire is something else. Whatever you do the aircraft is going to respond like right now. There is no hesitation. It is sort of like driving a sports car versus a Mac Truck.
From what I have seen of the crash I would not hesitate for one second to fly on a triple 7. It has got to be one of the most robust aircraft of this type to be built. It took a hell of beating but stayed together. Of course like all aircraft I doubt it would survive a head on crash into a mountain or the earth. There is a limit to survivability. Take Care…the old flyboy Don
beejean- Posts : 542
Join date : 2010-02-20
Location : Boston area
Hey Don,
I think that your expression of the experience you've had with such flight maneuvers was helpful, and maybe is assuaging some concerns that the plane could have taken a hit from a shoulder fired RPG as it made its approach.
Thanks from beejean
I think that your expression of the experience you've had with such flight maneuvers was helpful, and maybe is assuaging some concerns that the plane could have taken a hit from a shoulder fired RPG as it made its approach.
Thanks from beejean
DearWife- Posts : 135
Join date : 2010-02-17
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Last edited by DearWife on Sat 06 Jul 2019, 4:41 pm; edited 1 time in total
Don in Hollister- Posts : 137
Join date : 2010-02-17
Age : 89
Location : Hollister, California
Hi DearWife. “Go Around” means to stop the attempt to land and to stay airborne. In other words keep on flying and make a second attempt at landing.
The target landing speed is 137 knots. The speed was below that and the plane was too low. To low and to slow is a disaster looking for a place to happen. Coming in for a landing over water is a problem in that you don’t have very good depth perception in that there is nothing to see such as cars, trees, buildings that would allow you to judge how big it would look from a certain altitude. Take Care…Don
The target landing speed is 137 knots. The speed was below that and the plane was too low. To low and to slow is a disaster looking for a place to happen. Coming in for a landing over water is a problem in that you don’t have very good depth perception in that there is nothing to see such as cars, trees, buildings that would allow you to judge how big it would look from a certain altitude. Take Care…Don
DearWife- Posts : 135
Join date : 2010-02-17
.
Last edited by DearWife on Sat 06 Jul 2019, 4:40 pm; edited 1 time in total
Don in Hollister- Posts : 137
Join date : 2010-02-17
Age : 89
Location : Hollister, California
Hi DearWife. Some pilots like to pull the throttles all the way back to idle and coast in when they are on final approach. That was what got the pilot flying flight 214 in trouble. I have never agreed with that procedure simply because you are no longer flying the plane. You really don’t have 100% control of it although there are times I do believe you are never really 100% in control of the plane you’re flying.
In all of the years that I flew never, never, never did I ever pull by throttles back to idle with on final. If my desired landing speed was 100 knots I came in at 115 knots. I maintained that speed for a couple of seconds even after the wheels were on the runway. This way if something suddenly came up in front of me all I had to do was pull the yoke back a little and I would be airborne again. I would declare a missed approach and go around for another try.
Only once did I ever have to abort the landing. This was because my nose gear gave me an indication that it was not down and locked. When the alarm went off it scared about 20 years off of me. It took me a couple of seconds to find the damn switch to turn that noisy thing off. I contact the tower and told them what happened and requested that I could make a low slow fly by so they could check the nose gear for me. They confirmed that it was down, but had no way of knowing if it was locked. I got some altitude under me and bounced the aircraft to see if I couldn't get the light to go out. It didn’t blink one bit. By now the tower was more than aware I had a problem so they were rolling the crash vehicles. I told them I was going to land and keep the nose up as long as I could. When the nose started going down I would kill the engines and coast to a stop so the crash crews wouldn’t have to worry about getting wacked by a prop. When the nose gear touched the runway everything worked the way it should. When the plane stopped one of the crash crew people opened my storage compartment pulled out the gear lock pins and inserted them into the landing gears.
Maintenance confirmed the nose gear lock was working perfectly. The problem was a loose electrical wire to my indicator prevented the signal from getting to it so it thought my nose gear didn’t come down. A couple of days later I got the clean shorts award for not soiling my underwear or sucking a hole in my seat.
I don’t fly anymore as I can’t afford the insurance, cost of fuel, hanger fees and maintenance. That and having had 3 heart attacks I thought it was time to hang my wings up. Do I miss flying? Yes and no. I enjoy it but you have got to be on your toes every second you are at the controls. You have to be aware of what you are doing, but you also have to be aware of what you’re going to do. You’re always thinking of where you are going to be a second from now as much as you are thinking about what you’re doing at that exact moment. Take Care…Don
In all of the years that I flew never, never, never did I ever pull by throttles back to idle with on final. If my desired landing speed was 100 knots I came in at 115 knots. I maintained that speed for a couple of seconds even after the wheels were on the runway. This way if something suddenly came up in front of me all I had to do was pull the yoke back a little and I would be airborne again. I would declare a missed approach and go around for another try.
Only once did I ever have to abort the landing. This was because my nose gear gave me an indication that it was not down and locked. When the alarm went off it scared about 20 years off of me. It took me a couple of seconds to find the damn switch to turn that noisy thing off. I contact the tower and told them what happened and requested that I could make a low slow fly by so they could check the nose gear for me. They confirmed that it was down, but had no way of knowing if it was locked. I got some altitude under me and bounced the aircraft to see if I couldn't get the light to go out. It didn’t blink one bit. By now the tower was more than aware I had a problem so they were rolling the crash vehicles. I told them I was going to land and keep the nose up as long as I could. When the nose started going down I would kill the engines and coast to a stop so the crash crews wouldn’t have to worry about getting wacked by a prop. When the nose gear touched the runway everything worked the way it should. When the plane stopped one of the crash crew people opened my storage compartment pulled out the gear lock pins and inserted them into the landing gears.
Maintenance confirmed the nose gear lock was working perfectly. The problem was a loose electrical wire to my indicator prevented the signal from getting to it so it thought my nose gear didn’t come down. A couple of days later I got the clean shorts award for not soiling my underwear or sucking a hole in my seat.
I don’t fly anymore as I can’t afford the insurance, cost of fuel, hanger fees and maintenance. That and having had 3 heart attacks I thought it was time to hang my wings up. Do I miss flying? Yes and no. I enjoy it but you have got to be on your toes every second you are at the controls. You have to be aware of what you are doing, but you also have to be aware of what you’re going to do. You’re always thinking of where you are going to be a second from now as much as you are thinking about what you’re doing at that exact moment. Take Care…Don