PILOT SPIN
Pilot Zone => Pilot Zone => Topic started by: Lucifer on November 26, 2021, 05:25:47 PM
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I freaked out when he made that turn.
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Good job of recognizing energy available and properly and safely getting back to the field. He had a lot of landing spots more straight ahead. I guess it shows you can make that turn under the proper conditions.
Did he have some residual power? Or was that prop just windmilling?
I also wonder if a high speed taxi might have revealed this more safely?
A Cessna 210 Centurion. I always appreciate the cantilevered wing.
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Remember he turned to a crossing runway, not the departing runway. That certainly assisted in a good outcome. As he barely made the crossing runway, I very much doubt he could have made the departing runway. IAE, he kept a cool head, flew well, and has a great story to tell.
Adventure: (n), adversity retold at leisure
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He took off on 30 and landed on 08, so it wasn't quite the "impossible" turn, but still, good job.
edit: I see Mr. Pou already caught that.
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Remember he turned to a crossing runway, not the departing runway. That certainly assisted in a good outcome. As he barely made the crossing runway, I very much doubt he could have made the departing runway. IAE, he kept a cool head, flew well, and has a great story to tell.
Adventure: (n), adversity retold at leisure
Good point. I agree he would likely not have made it back to the inverse heading. Hopefully he thinks that all through as part of the pre departure briefing. Good illustration of the value of doing so!
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Remember he turned to a crossing runway, not the departing runway. That certainly assisted in a good outcome. As he barely made the crossing runway, I very much doubt he could have made the departing runway. IAE, he kept a cool head, flew well, and has a great story to tell.
Adventure: (n), adversity retold at leisure
Hind site is 20/20, but having about 75 hours in 172RGs and a 182RG, Cessna gear extension creates a LOT of drag, because the wheels come out perpendicular to the air stream, and just hang there while the gear motor completes extension. I think he dropped his gear too early, and it almost made him unable to make the runway. But he was a cool cat, that’s for sure.
Edit: watch the gear extension at around the 9:00 mark. He dropped the gear within seconds of the engine failure.
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Hind site is 20/20, but having about 75 hours in 172RGs and a 182RG, Cessna gear extension creates a LOT of drag, because the wheels come out perpendicular to the air stream, and just hang there while the gear motor completes extension. I think he dropped his gear too early, and it almost made him unable to make the runway. But he was a cool cat, that’s for sure.
Edit: watch the gear extension at around the 9:00 mark. He dropped the gear within seconds of the engine failure.
I was thinking the exact same thing when he dropped the gear.
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I was thinking the exact same thing when he dropped the gear.
Me too.
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Agreed. Possible gear-up on the runway is way better than a gear down short of the runway.
But a followup question... how long does hydraulic pressure last after an engine failure? If he didn't put the gear down right away, would the pressure bleed away and he'd have to do a manual extension (lots of pumping) on short final with a dead engine? Or on planes with electric gear, is there enough battery power to put the gear down with a dead engine? I have very little time in retracts, and I've never come across this question.
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Agreed. Possible gear-up on the runway is way better than a gear down short of the runway.
But a followup question... how long does hydraulic pressure last after an engine failure? If he didn't put the gear down right away, would the pressure bleed away and he'd have to do a manual extension (lots of pumping) on short final with a dead engine? Or on planes with electric gear, is there enough battery power to put the gear down with a dead engine? I have very little time in retracts, and I've never come across this question.
That’s a good point. One of the reasons I wanted an RG airplane like my Navion was to have the option to land gear-up. While I fly in the Midwest and not the mountain states, my chances of having to put a plane down in a plowed field or corn field or soybean field are much greater than finding a paved road without power lines waiting to kill me. So if I’m going off airport, I’m going in gear up to avoid flipping over or reducing the chance of cartwheeling.
I think the SOP for landing a T-6 off field is always gear up.
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But a followup question... how long does hydraulic pressure last after an engine failure? If he didn't put the gear down right away, would the pressure bleed away and he'd have to do a manual extension (lots of pumping) on short final with a dead engine? Or on planes with electric gear, is there enough battery power to put the gear down with a dead engine? I have very little time in retracts, and I've never come across this question.
I know nothing of the hydraulic gear aircraft, but I had an alternator out at night in the electric gear plane, and after shedding unneeded electrical load, I elected to put the gear down as soon as I got to gear extension speed. I figured I'd rather get the gear out before the zots ran dry and not rely on the hinky emergency gear extension. The engine was running fine, we flew 20mi to our diversion airport, and as I entered downwind I was able to bring up PCL on the runway. About even with the numbers I lost all ships power, and did a no flap landing in the dark. I'm very glad I got the runway lights up, landing without both runway lights and a landing light would have been interesting.
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I know nothing of the hydraulic gear aircraft, but I had an alternator out at night in the electric gear plane, and after shedding unneeded electrical load, I elected to put the gear down as soon as I got to gear extension speed. I figured I'd rather get the gear out before the zots ran dry and not rely on the hinky emergency gear extension. The engine was running fine, we flew 20mi to our diversion airport, and as I entered downwind I was able to bring up PCL on the runway. About even with the numbers I lost all ships power, and did a no flap landing in the dark. I'm very glad I got the runway lights up, landing without both runway lights and a landing light would have been interesting.
Wow. Quite an adventure.
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I know nothing of the hydraulic gear aircraft, but I had an alternator out at night in the electric gear plane, and after shedding unneeded electrical load, I elected to put the gear down as soon as I got to gear extension speed. I figured I'd rather get the gear out before the zots ran dry and not rely on the hinky emergency gear extension. The engine was running fine, we flew 20mi to our diversion airport, and as I entered downwind I was able to bring up PCL on the runway. About even with the numbers I lost all ships power, and did a no flap landing in the dark. I'm very glad I got the runway lights up, landing without both runway lights and a landing light would have been interesting.
Neat story. Good job. What kind of plane?
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Neat story. Good job. What kind of plane?
M20J, so it has the lawn mower cord emergency gear extend. Just keep trying to start the mower until the gear is down. Kind of hinky to me.
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M20J, so it has the lawn mower cord emergency gear extend. Just keep trying to start the mower until the gear is down. Kind of hinky to me.
I curse at my lawnmower too. Can't imagine doing that under those conditions. Yeah, hinky.