A RAAF Mirage wheels up landing story worth reading
 

This remarkable story by former RAAF Mirage pilot, Nick Ford, has a flight safety lesson for all pilots -airline and general aviation - in that it is all too easy to forget to lower your landing gear when various disconcerting factors build up to affect the pilot's train of thought at a critical time.

Nick Ford did a beautifully smooth wheels up landing on Melbourne Runway 34 into 30 knot plus head wind component. His story of this landing was published by the Queensland Air Museum.

QAM - The Last Landing of Mirage A3-16

Fascinating. Thanks for that, Centaurus.
A "Redress of Grievance" that was accepted. Somewhat unusual from what I'd heard.

Lessons for controllers too - impact of controller input on pilot workload, expectation bias, keeping the pilot in the loop.

Scrape and go in an F-4 at AMB as well...

An interesting read. I was a bit surprised at how long it took him to realize he did a wheels up.

A very interesting read - thanks for posting.

Interesting how memory can play tricks. I'm pretty sure that 250 below 10 wasn't mandated in Oz until much later after this event. Also much of the initial controlling would have been by RAAF controllers, who had their own airspace in those days ( the wedge containing Laverton, Avalon and beyond to the southwest and above F190 within 40NM Melbourne). I doubt also the practice of a full rectangular circuit every time. The light aircraft lane still exists and doesn't seem to bother the many 34 arrivals.

A thoroughly enjoyable read that illustrates just how such incidents can happen.

I sense that the author still harbours a bit of guilt for supposedly being responsible for writing off a Mirage. If only he knew that the reason we ended up with the Mirages was because it was the only way the French could balance the trade for $150m of wheat which they owed us. Writing off the Mirage by its makers would have meant wiping off another few million on a replacement.

The light aircraft lane still exists and doesn't seem to bother the many 34 arrivals.

Well actually it doesn't. The lane was a narrow corridor between the Melbourne and Laverton control zones. When Laverton closed, the lane went. Check the Melbourne VTC. ML RWY 34 arrivals are protected by the CTA steps.

" operating within 50 nm of Tullamarine, and below 10,000 feet, CAA required all aircraft to fly under 250 knots to help air traffic controllers manage aircraft movements "

What a bunch of turists ! who was in charge ? is the AF in that country in a position of submission in front of civilian ATC ?

" by flying below 250 knots the undercarriage warning light was on most of the time and, after a very short time of operating out of Avalon, Mirage pilots learnt to ignore it. In my accident flight, shortly after take-off when I cut the afterburner and pulled back power to stay below 250 knots, the undercarriage warning light came on and probably remained flashing for the whole of my sortie. I don’t know for sure because, like all other Mirage pilots operating in Melbourne, I had learnt to ignore this warning light."

Incredible !

Also how many times does it say "the French tale" ? because obviously the French had to be blamed for that.... trying to find an excuse maybe ?
Having been a Mirage III pilot for years, I'm more than confused about what he has been writing down. What he says about the way RAAF and Armée de l'air were supposed to land the aircraft differently is complete BS.
Many years ago Singapore had some Israeli pilots in exchange. After a couple of DACT with the RAAF Mirages of Butterworth (Penang, for those who don't remember) they were completely astonished by their performance - in a bad way.

Most interesting, recceguy.
If you've got a spare moment, would you care to expand on that last bit about the DACT exercises?

Ouch. Must be rough for a Right Stuff ego to make a student pilot mistake.
There is always a bunch of other factors to use for diluting the blame, ATC would be a good one.

If I was the Mirage driver I would have kept a low profile and chalked it up to bad luck or a bad day instead of writing a 3 page essay. :sad:

fujii: As I said, "Interesting how memory can play tricks"
Even I can get things wrong.
I stand by the fact that there was no 250 below 10 at that time. As for the rest?

Further to my OP. In the late Sixties I was a QFI at 34 Squadron on Viscounts among other types. There was a HQ Operations Command flight safety conference to be held at Williamtown and I was required to attend.

Rang up the then CO of the Mirage unit at Williamtown who was on our initial aircrew intake course at Point Cook many years earlier. Jim Treadwell, a lovely bloke.

"Hey Jim - Centaurus here. I'm flying to Willy for the OPCOM flight safety conference next week. I'll give you a couple of circuits in the Viscount if you can give me a ride in the dual Mirage." Jim was happy with that plan and I duly arrived in the 34 Squadron Viscount which we used as a taxi hack under the guise of continuation training.

Jim was the pilot of the Mirage and I was strapped into the back seat. I felt immediate claustrophobia as an airman fastened numerous restraining straps around my body and legs and by then I almost elected to stop the airman and say I want to get out of here now.

Jim was in the front seat and I didn't want to embarrass him so I stayed. When Jim then briefed me about various red warning light scenarios requiring immediate ejection, I was quite frankly really scared and deeply regretted my gung-ho phone call to Jim about swopping a Viscount ride for a Mirage ride.

We got airborne and eventually went through the sound barrier for a few seconds with Jim kindly letting me fly through Mach One so I could boast about it once safely on the ground.

He then joined for a PFL (practice forced landing) from around 20,000 ft over Williamtown. I asked him over the intercom what was his planned over the fence speed for the PFL. He said we never land from a PFL but go around from around 500 feet (if my memory is correct) due high sink rate and engine spool up time.

I think we turned base around 9000 ft and remember there were no flaps on a Mirage. I think speed on final was around 180 knots and I couldn't see much from the back seat. As I said, I was tightly strapped in and feeling apprehensive about the whole thing. Jim went around as briefed, and then went back for an initial from five miles, savage break left into downwind and landed smoothly on the piano keys, much to my relief.

There was an immediate harsh deceleration after touch down and I thought Jim must have really stamped on the anchors. Not so, as it turned out. It was the drag chute operating and all I can say from memory it was like max manual braking on a 737. Jim had not started to touch the brakes yet.

After the trip I couldn't get out of the cockpit fast enough and thanked Jim for the unforgettable (to me, anyway) ride. After lunch I pre-flighted the Viscount to give Jim some circuits. But he was too busy organising the flight safety conference to accept; which was a real pity. After that little episode I had great admiration for Mirage pilots which I still have to this day. Thanks a million Jimmy Treadwell. I understand you are still around. :ok:

I am somewhat disappointed. I was led to believe that the firies covered that thing with so much foam that the only thing recognisable was the fin.

The Mirage was a death trap tbh. Australia purchased 115 aircraft, 39 crashed, 22 ejections, 20 pilots injured and 14 pilots killed.

Yes, The best hour of my life was in the back seat of 77 Sqn's A3-116 on 24th January 1980. An engine air test flying up to 46,000' and through Mach 1. Then low level aerobatics in the Myall Lakes area including beating up unsuspecting water skiers..

A "forced landing" practice at Williamtown was joining circuit at 12,500' which was perfect for 190kts over the piano keys.. Brilliant fun! :D

recceguy, I'd be interested in reading more information from you. I was at 3 Sqn Butterworth between 1981 and 1983 and did many trips to RSAF Tengah during that time. RSAF had Hawker Hunters and F5Es there and then. The RAAF Mirages simply had a massive advantage over them flying dissimilar air combat tactics (DACT).

The wet surface in the photo was probably the foam that had already dissipated:E

Australia purchased 116 Mirages; 100 singles and 16 duals. 43 aircraft were lost to attrition.

Whilst 14 pilots were very sadly killed, at least 7 others went on to clock up more than 3000 hours in them.

An interesting read. I was a bit surprised at how long it took him to realize he did
 

He realised when it took full power to taxi :)

BUMPF............

Fool Proof System

https://www.youtube.com/watch?v=f7Lu6LEQ0zo

Talk about taking things out of context. Have you read the article?

I flew ARDU Mirages, amongst other types, from Avalon in the early '70's. Don't recall ever being speed restricted.
Tulla was being built during part of that time, but I recall doing a PFL (Mirage) shortly after it opened. A Mirage PFL included best glide speed about 300kt, slowing to gear extension speed 240kt then accelerating to max speed gear down, 270kt, IIRC. The time taken for clearances was such that I never bothered again. Certainly didn't practice diversions to Tulla in any of the 7 aircraft types I flew there.

Centaurus, Jimmy the Tread, natures gentleman and great entertainment at dining in nights. Served with him, 3Sqn, Sabres, Butterworth, mid '60's.
Regarding your Mirage pax ride, I had never thought much about the sort of experience it was for those accustomed to more gentile aircraft types.
Looking back, being in the circuit in a Mirage could be a fairly unnerving experience.
From early downwind there was heavy airframe buffet which intensified as the speed was reduced around base turn. Base turn was 60 degrees AOB, could be more if one underestimated the wind - in this case it may be necessary to light the afterburner just to maintain base speed. The airconditioning was always noisy, but in the circuit this was drowned out by all sorts of intake noises from rapidly changing airflow noises to the loud bangs as the auxulliary air intakes cycled. Great fun, wouldn't have missed it for the world.

Geez zzuf, that's a bit wild! The colour purple and blue smoke come to mind! ;) :D

Sure I did read the article, with some amazement.

No matter how complex the aircraft, for over 30 years BUMPF was the last check I did to myself.

601

Apologies. We were at crossed purposes. The mnemonic hadn't registered!

How is that high?

It's not, really. I think he might've got the wrong end the stick for some reason, when it comes to touchdown RODs.
A proper no-flare carrier-style landing's going to be a good 700+ fpm. When he talks about the 'devastating' effects of a 50 fpm touchdown - well, that's less than a foot per second. I'd be thrilled if I could manage that all the time. Good article otherwise though.

Still not sure where all the stress about 250 below ten thousand is coming from. In my time (somewhat later) we never considered it applicable to military fast jets.

360 feet per minute causes the need for a heavy landing inspection on a scarebus. 200 feet per minute is pretty firm. When doing zero flight time in the sim, extra practice would be required if you were to thump them in at that rate (sim panel shows distance from threshold, centre line and ROD at touchdown).
Have checked the on board CMS after a firm landing and have seen 150 to 190 feet per min, not sure how accurate that is though.

Was lucky enough to have a few back seat rides in the miracle. Hats off to those who flew them, as I was still at the departure threshold at mission end.

donpizmeov---not quite as simple as 360 fpm. Depends on the side loads and Airbus have a algorithm to work it out......

First I do agree with Tower Dog - after such a mishap, no real need for a 3-pages essay where you create more questions than excuses. Interestingly, did he keep his position after such an event ? In my Air Force, in such a case (where by the way there had been no malign intent or intentional breach of orders) it was a couple of months still in the squadron, then... surprise, an assignment to fly single-prop trainers somewhere (or the right seat of a transport heavy - thus making your life easier in the future to join the airlines ! Always can find a good thing from a bad thing )
For those who flew at Butterworth, there was no sarcasm intended. Those comments had been reported to me by a RSAF F5 pilot, who had been hearing that from an Israeli exchange pilot. You cannot judge an entire Air Force by a one-day DACT (even if everybody has been doing it, either US, French, Germans, Belgians, Italians...) - maybe it was a young pilot, or a bad day for another one, who knows ?
I got my first OPS qualifications on the Mirage III before converting to other types more modern and with better flying qualities. Like the F104, it was an airframe designed at the end of the 50s, with Mach 2 in mind and zoom intercept of high-level Soviat bombers. Coming back to land was a little bit of stress during the first 200 hrs (I logged 700+hrs on it)
Every time I had back-seaters who were not familiar with the type I didn't try to impress or scare them, instead I used to put them in confidence to enjoy the ride. Much too easy to make the guy (or the lady) puke to come back and say "how strong are those guys!" Too easy.

................. :)

200 f/min = approx 3.6 km/h. Ouch!

Transport aircraft structural design standards for landing:
Maximum landing weight: 10 ft/second,
Maximum take-off weight: 6 ft/second,
Landing attitude close to most critical for structural damage.

10 ft/sec = 600 ft/min

Keep at it, Ace.

Let's not get carried away...

Yep. But then, the RAAF didn't give you a medal every time you got back safely... :ok:

His Daddy, Air Commodore Ford, shook his head and said "He was normally the reliable son." (There was another son)

For zzuf and Ascend Charlie.

http://75.raafphoto.com/show.php?siz...utterworth.jpg

Priceless! :D