Landing with no landing gear
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Landing with no landing gear
Blah Blah Blah
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It's one of those very long debatable topics!
Most agree that landing on tarmac does little more damage through abrasion than digging in to the grass and not so much of an abrupt stop.
Most agree that landing on tarmac does little more damage through abrasion than digging in to the grass and not so much of an abrupt stop.
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look how softly he touched down. due to the dihedral of the wing, the bottom of the cowlings are at about the same height as the bottom of the fuselage. as long as the props aren't turning to tear the engines apart, they should be fine. the cowling lowers will most likely need to be replaced from scraping, and the engine mounting points should be inspected, but it ought to be alright.
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I think his approach was very fast but then he wasn't using flaps, so I guess 100kt+. The runway was very long.
I would not rule out engine damage; the props must have touched and that is likely to damage the gearbox. If he had PT6s then the engine isn't connected to the gearbox with a shaft anyway.
Very good landing.
I would not rule out engine damage; the props must have touched and that is likely to damage the gearbox. If he had PT6s then the engine isn't connected to the gearbox with a shaft anyway.
Very good landing.
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Nice landing... no wheels!
Apologies if it has already been posted but just saw this and was pretty impressed by the smooth no wheels landing!
http://www.youtube.com/watch?v=HbvfrNF1_fU
Steve
http://www.youtube.com/watch?v=HbvfrNF1_fU
Steve
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I had a bit of gear moment myself this weekend. Heading to Lyon to watch the Rugby and decided to route via Guernsey in th twin for fuel. Crappy weather on Friday so airways IMC, get to Ortac and doing the de-ice check and I see in the mirror on the engine the nose wheel start to appear and then ice up. I tried to cycle the gear a couple of times and nothing was happening.
I had to fly the ILS down to about 1000ft before getting visual at the same time as dropping the gear manually and rocking the aircraft to get the gear to lock. Finally managed to get 3 greens and do a fly past of the tower before landing. It turns out the bushes in the motor that powers the hydraulics had burnt out!
I thought I was going to have a bad day. ASG at Guernsey fixed the problem over the weekend in Stirling fashion (what a fantastic bunch of guys!) and I used the forced stay to Christmas shop! There are few better places to be stuck than Guernsey!!
I had to fly the ILS down to about 1000ft before getting visual at the same time as dropping the gear manually and rocking the aircraft to get the gear to lock. Finally managed to get 3 greens and do a fly past of the tower before landing. It turns out the bushes in the motor that powers the hydraulics had burnt out!
I thought I was going to have a bad day. ASG at Guernsey fixed the problem over the weekend in Stirling fashion (what a fantastic bunch of guys!) and I used the forced stay to Christmas shop! There are few better places to be stuck than Guernsey!!
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I had a bit of gear moment myself this weekend. Heading to Lyon to watch the Rugby and decided to route via Guernsey in th twin for fuel. Crappy weather on Friday so airways IMC, get to Ortac and doing the de-ice check and I see in the mirror on the engine the nose wheel start to appear and then ice up. I tried to cycle the gear a couple of times and nothing was happening.
I had to fly the ILS down to about 1000ft before getting visual at the same time as dropping the gear manually and rocking the aircraft to get the gear to lock. Finally managed to get 3 greens and do a fly past of the tower before landing. It turns out the bushes in the motor that powers the hydraulics had burnt out!
I thought I was going to have a bad day. ASG at Guernsey fixed the problem over the weekend in Stirling fashion (what a fantastic bunch of guys!) and I used the forced stay to Christmas shop! There are few better places to be stuck than Guernsey!!
I had to fly the ILS down to about 1000ft before getting visual at the same time as dropping the gear manually and rocking the aircraft to get the gear to lock. Finally managed to get 3 greens and do a fly past of the tower before landing. It turns out the bushes in the motor that powers the hydraulics had burnt out!
I thought I was going to have a bad day. ASG at Guernsey fixed the problem over the weekend in Stirling fashion (what a fantastic bunch of guys!) and I used the forced stay to Christmas shop! There are few better places to be stuck than Guernsey!!
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Other way around, the bushes had worn out on the pump motor to the point where it was only the springs providing the spark. The pump worked enough to get the gear up but not enough to provide enough pressure to put it up completely. Then with some sort of leak the pump was unable to run and the nose gear drooped down, but for some reason not the mains.
It proves the benefit of having a check list for essential actions. My passengers were a little concerned and then happy they had a bar story!!
It proves the benefit of having a check list for essential actions. My passengers were a little concerned and then happy they had a bar story!!
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Normally there would be an indicator light somewhere, showing the gear pump is running. So, if there is a leak, one should spot this happening. The gear pump also drawn a lot of current which ought to be evident on things like the ammeter.
I had such a leak, internal to the gear emergency release valve. This valve releases the pressure within the system, allowing the gear to drop under its own weight (plus some gas springs for the nose wheel). This valve contains three tiny seals. Normally these are never replaced ( no need to) but on my last G-reg Annual a "new interpretation of EASA regs" caused them to be replaced, involving a great deal of labour and damaging them in the process, and they lasted only a few minutes into the flight. I released the gear and landed with it down; no big deal.
I had such a leak, internal to the gear emergency release valve. This valve releases the pressure within the system, allowing the gear to drop under its own weight (plus some gas springs for the nose wheel). This valve contains three tiny seals. Normally these are never replaced ( no need to) but on my last G-reg Annual a "new interpretation of EASA regs" caused them to be replaced, involving a great deal of labour and damaging them in the process, and they lasted only a few minutes into the flight. I released the gear and landed with it down; no big deal.