Well Spoken :ok:

I recall an NZAF pilot dead-sticked a Skyhawk back into Ohakea - back in the 80's.

Dr :8

RNZAF A4 Aircraft
 

Please see the attached site for the history of RNZAF A4 aircraft. Don't recall any deadstick landings into Ohakea.

New Zealand Serials - RNZAF McDonnell Douglas A-4K, TA-4K Skyhawk

With 1 gearbox...

Love it, your the man:ok::ok::ok:

Yet to read of any catastrophic main rotor transmission failures on type so I keep the faith in Mr Sikorsy and his toys. :ok:

its not the main rotor gearbox im worried about, there are to more smaller ones down the back! only 1 has to go. :sad:

Not sure whether to cringe or laugh at some of the conclusions. If you have no idea, then you probably have......no idea :ugh:

BTW what are PC-9 SOP's?? Can't seem to find this mystical document anywhere.

Nil,

Are you looking on the Defence Restricted Network?

VI

[QUOTE]its not the main rotor gearbox im worried about, there are to more smaller ones down the back! only 1 has to go[/

Tail rotor? Yeah in the case of a sheared tail rotor drive shaft or broken INT or TR gearbox it's auto time for sure. Still I'd much rather an auto than ejection.

Choice 1; Suffer engine failure, eject through canopy, hope parahute and all systems work, return to earth ok, spend some time in hospital recovering, eventually back to work.
Choice2; Suffer engine or gearbox failure etc, autorotate into carpark of local bowling club, let eveyone know you have landed safely, go and have a Schnooer or two.

I'm with In the weeds. ;)

Hmmm, I must admit that I am not a heli driver, but I would have thought you would still need a controllable tail rotor for a successful auto decent.:confused:

You aren't are you Arnold!

Putting it into fixed-wing terms for you Arnold, have you ever wondered why helicopters have a vertical fin? Have a think and get back to us before you embarrass yourself any more :oh:

http://www.blraerospace.com/images/s...85-170x128.jpg

The tail rotor is only counteracting the torque effect. If you retard the PCLs in time, ie before the rotation fully develops then you should maintain some form of straight and level autorotational profile. As the blades are not driven by the engines rather they are driven aerodynamically (Factors A B C) there is very little torque effect.

On the hawk the cambered fin unloads the tail rotor in forward flight that also helps you out The art however, is the flare at the bottom.:p

And not forgetting the first single seat Vampires (no dual ones until later) did not have an ejection seat so no chance of getting cut off at the knees. Unless you had inadvertently found yourself in a compressibility dive, the pilot either jumped over the side and did a normal parachute descent or you tried your luck at a dead stick forced landing.

At least three RAAF pilots were killed in the 1949-50 period when they went in with their aircraft near Williamtown. They did not have ejection seats and were unable to abandon their aircraft due high speed. They were unable to pull out of high altitude dives after losing elevator effectiveness due shock waves associated with the installation of air intakes on the fuselage behind the canopy.

I dont feel embarrassed at all
Thanks for the explanation InTheWeeds.:ok:

Well done "In the Weeds" good to see comentary from knowledgable folk.

No worries, happy to help :ok:

Anyway, what's the goss on the cause of the engine failure?

Some amusing mementos are presented to the crew. (As I recall, armament fitters drink Crownies !!!!!)

and ....add 2 x Martin Baker Tie pins to that.....

Well flown guys!!

Stiky
:ok: