Not going into bat for the Nomad it was a bit of a klutzer, but ...
2dogs said...
Yes it would land shorter than an Otter, but not by much, but it needed far more distance for Takeoff.
Problematical
At anything near max weight whilst taxing the Nomad would lean in a turn and once straitened up it would stay leaned. You would have to turn the other way to get the wings level again.
Never had it happen in 4 years or heard of it
EVERY landing on a muddy runway (a design feature) you would spend about 30 minutes cleaning the mud off the landing gear micro switches so they would work again.
Never heard of it. We operated into monsoon affected strips
On the N22 the seat was bolted in its most forward position to remain 5 degrees in front of the prop meaning once you where in there was no way of moving, especially if you left your wallet in your rear pocked. There was no way of removing it in flight! This also meant you could not move the ailerons full deflection with both hands remaining on the control column, your knees got in the road!
My seat was fine, comfortable cabin once you got some forward speed 6'1" here. 5 hour tasks.
At least once a day the chip light would go off and you would have to take it out, clean it and put it back in again. Every Nomad pilot had a grease stain on the right shoulder of his shirts!
Your pilots removed diagnosed cleaned and replaced chip detectors?
In turbulence the fuselage would stay perfectly still and the control column would violently go into your stomach and then go into the instrument panel. No other aircraft I have flown does this.
No Nomad I've known does this. Moderate stick pumping on N22 yes.Stomach too big.
The N22 had a design feature of automatic flap retraction from full flap to half flap or go-round position. Some designer thought this was a good idea. It was the most dangerous feature of the aircraft. In the tropics in gusty wind situations and wind sheer there was so much drag with full flaps that large power inputs where sometimes necessary resulting in the flaps coming up close to the ground.
Use less flap on gusty approaches?
When training you could not cycle the gear and the flaps more than 6 times in 30 minutes (limitation from memory) or you would burn out the electric motor driving it all.
You would find it necessary to exceed these limitations for what operational reason?