Smooth as Silk Landings
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And just to blow my own trumpet one of my best landings was on my first solo. PA28, Biggin Hill, G-WARS. Holding off in the flare, a hint of stall buzzer and then I could literally FEEL through the airframe, the left wheel just spin up, then the right a fraction after. Nose wheel gently lowered without barely moving the yoke. The transition between air to ground was tangible but in a good way! :-)
So chuffed I forgot to raise flaps or do any after landing checks...
So chuffed I forgot to raise flaps or do any after landing checks...
Join Date: May 2001
Location: England
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Spin a two pence coin on a flat surface using one hand. The goal is to make the spin last as long as possible. You will notice: Sometimes it will spin for ages. Other times not so. Yet at other times, it'll fall straight off the table! Not always quite possible to get the perfect spin, even with the best of intentions is it? 
Speed and momentum can massively amplify an error. Therefore, even a split second momentary loss of judgment can drastically change the outcome of a landing. In a chopper, you can elect to almost kill off horizontal speed thereby eliminating a huge variable. Theoretically, making a "softer" landing more likely.
The true answer probably lies between: A combination of skill and luck that washes off with fatigue/tiredness and "do I give a **** ???".
Speed and momentum can massively amplify an error. Therefore, even a split second momentary loss of judgment can drastically change the outcome of a landing. In a chopper, you can elect to almost kill off horizontal speed thereby eliminating a huge variable. Theoretically, making a "softer" landing more likely.
The true answer probably lies between: A combination of skill and luck that washes off with fatigue/tiredness and "do I give a **** ???".
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then we hit the ground
Spoken like a 727-200 man
.
Yet the -100 was the loveliest pussycat in the fleet.
Right or wrong, we put the -200's endearing nature down to the highish wing loading and the very highly loaded single axle main gear geometry for a near 90 tonne aeroplane.
we had only one master of the 727
We had several of the older chaps on the 727 who made the beast sit up and beg. Similar story - been on the bird for ever and a day.
I well recall my first month on line with a lovely old English chap. EVERY TIME he would drive the aeroplane to the aiming point and then, just as I was starting to flinch in anticipation of the crash, he did something - could never quite work out just what - and the aeroplane would stop going down and start running along the ground.
His worst landings were dramatically better than my best ...
Spoken like a 727-200 man
. Yet the -100 was the loveliest pussycat in the fleet.
Right or wrong, we put the -200's endearing nature down to the highish wing loading and the very highly loaded single axle main gear geometry for a near 90 tonne aeroplane.
we had only one master of the 727
We had several of the older chaps on the 727 who made the beast sit up and beg. Similar story - been on the bird for ever and a day.
I well recall my first month on line with a lovely old English chap. EVERY TIME he would drive the aeroplane to the aiming point and then, just as I was starting to flinch in anticipation of the crash, he did something - could never quite work out just what - and the aeroplane would stop going down and start running along the ground.
His worst landings were dramatically better than my best ...
Per Ardua ad Astraeus
Join Date: Mar 2000
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Ah! - JT - that'll be the 'Boeing push' - can't say more.................
- sounds like one of my softer ones........................
Originally Posted by dany4kin
Triple 7 landing at 1200fps
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that'll be the 'Boeing push'
Normally it was obvious if the other chap eased the stick forward but this fellow either did it with such incredible finesse .. or was doing something else. It ALWAYS worked and I couldn't figure it out.
Eventually, I gave up all the bells and whistles and tried flaring the -200 like a C172 and then putting it onto the seal. All my problems more or less disappeared overnight. I am still convinced that the Boeing push thing is only there to save a massively screwed up flare to avoid pile driving the legs into the runway. I had enough trouble getting it right first time around without then having to do a rescue as well.
Normally it was obvious if the other chap eased the stick forward but this fellow either did it with such incredible finesse .. or was doing something else. It ALWAYS worked and I couldn't figure it out.
Eventually, I gave up all the bells and whistles and tried flaring the -200 like a C172 and then putting it onto the seal. All my problems more or less disappeared overnight. I am still convinced that the Boeing push thing is only there to save a massively screwed up flare to avoid pile driving the legs into the runway. I had enough trouble getting it right first time around without then having to do a rescue as well.
Agree, with that. I had the pleasure of flying the 727 (100 and 200) for six years.
There were a lot of myths about landing that Aircraft, you could do the 'Boeing Push' but if you relied on that routinely you could get yourself in big trouble before too long.
I found a little extra speed, immediately countering increasing sink rates close to the ground with power and a normal flare going to idle worked fine.
Not that I didn't slam it on occasionally still !
There were a lot of myths about landing that Aircraft, you could do the 'Boeing Push' but if you relied on that routinely you could get yourself in big trouble before too long.
I found a little extra speed, immediately countering increasing sink rates close to the ground with power and a normal flare going to idle worked fine.
Not that I didn't slam it on occasionally still !
Recall positioning to New York as pax on B727 (cant remember which airline).
On the latter stages of the approach I looked out thinking the sink rate looks a bit high and we did the heaviest landing I have ever experienced on any transport a/c (yes including mine!).
As we vacated the skipper came on the PA and said "Well folks, I guess the only thing we can say about the landing is that we have arrived in New York - have a good weekend!"
Still use that line suitably modified myself.
On the latter stages of the approach I looked out thinking the sink rate looks a bit high and we did the heaviest landing I have ever experienced on any transport a/c (yes including mine!).
As we vacated the skipper came on the PA and said "Well folks, I guess the only thing we can say about the landing is that we have arrived in New York - have a good weekend!"
Still use that line suitably modified myself.
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From such 'heavy' landings* came the old joke;
It's not the pilot's fault, it's not the co-pilot's fault, it's asphalt.
* Of which I've been guilty of a few myself.
It's not the pilot's fault, it's not the co-pilot's fault, it's asphalt.
* Of which I've been guilty of a few myself.
