Oman Hawk Crash. Crew ok
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Oman Hawk Crash. Crew ok
Heard a rumour that an Omani 2 seat Hawk crashed on landing at Masirah. One brake had full pressure indicated which they couldn't disipate. After staying straight for a few seconds the jet came off the side of the runway and the gear collapsed. Crew made a rapid egress; shaken not stirred.
Glad they were ok.
I remember that the Hawk pre-landing check calls for hyds of 3 twos, 2 zeros. What advice is there for getting rid of the residual pressure if you don't have 2 zeros?
Glad they were ok.
I remember that the Hawk pre-landing check calls for hyds of 3 twos, 2 zeros. What advice is there for getting rid of the residual pressure if you don't have 2 zeros?
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I remember that the Hawk pre-landing check calls for hyds of 3 twos, 2 zeros. What advice is there for getting rid of the residual pressure if you don't have 2 zeros?
Glad to hear the crew are ok.
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Clearing a Hawk stuck brake - Can only think of pumping the brakes and cycling the handbrake - BUT NOT AT THE SAME TIME. If that doesn't do it , the Brake Control Valve is definitely knackered so do the riggers a favour and eject rather than trying to bring the thing back because it's a swine to change.
Seriously, I don’t know what FRC’s say but I really wouldn’t try and land it, instant recipe for disaster.
Seriously, I don’t know what FRC’s say but I really wouldn’t try and land it, instant recipe for disaster.
Last edited by Rigger1; 23rd Oct 2009 at 09:01. Reason: Spelling
I had a stuck brake indication on the Hawk at Chivenor (aahh) many years ago. But plenty of fuel. So I flew round and round whilst the assembled experts gathered in the tower.
By selecting idle thrust and operating as many hydraulic services simultaneously as I could, I was pretty sure it was an indication problem. After burning down to min. fuel, I landed with one hand near the anti-skid switch figuring that if a tyre burst on touchdown, I'd minimise any swing towards the estuary by turning off the anti-skid and bursting the other.
All went OK; it was indeed an indication snag. Probably. But I shut down and asked to be towed back - this caused OC Fg Wg to moan as it upset his flying programme. Tough titty, Wally!
By selecting idle thrust and operating as many hydraulic services simultaneously as I could, I was pretty sure it was an indication problem. After burning down to min. fuel, I landed with one hand near the anti-skid switch figuring that if a tyre burst on touchdown, I'd minimise any swing towards the estuary by turning off the anti-skid and bursting the other.
All went OK; it was indeed an indication snag. Probably. But I shut down and asked to be towed back - this caused OC Fg Wg to moan as it upset his flying programme. Tough titty, Wally!
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Quote:
I landed with one hand near the anti-skid switch figuring that if a tyre burst on touchdown, I'd minimise any swing towards the estuary by turning off the anti-skid and bursting the other.
Bloody good idea, I like that.
I landed with one hand near the anti-skid switch figuring that if a tyre burst on touchdown, I'd minimise any swing towards the estuary by turning off the anti-skid and bursting the other.
Bloody good idea, I like that.
Last edited by grobace; 23rd Oct 2009 at 10:47. Reason: Clarity
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The newer generation Hawks, 100 series, have an improved Anti-skid system over the T1 with spin-up protection. Apparently BAeS test pilots landed with the brakes on to test it in the early days (can anyone confirm that?). I guess it only works if both brakes are on!
Glad they walked (ran) away. Some new drop tanks needed I wager.
Glad they walked (ran) away. Some new drop tanks needed I wager.
