X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 30 Dec 2013 12:21:58 -0500 Message-ID: X-Original-Return-Path: Received: from nm23-vm9.access.bullet.mail.gq1.yahoo.com ([216.39.62.70] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with SMTP id 6662444 for lml@lancaironline.net; Mon, 30 Dec 2013 11:00:53 -0500 Received-SPF: none receiver=logan.com; client-ip=216.39.62.70; envelope-from=cwfmd@yahoo.com Received: from [216.39.60.165] by nm23.access.bullet.mail.gq1.yahoo.com with NNFMP; 30 Dec 2013 16:00:17 -0000 Received: from [216.39.60.241] by tm1.access.bullet.mail.gq1.yahoo.com with NNFMP; 30 Dec 2013 16:00:17 -0000 Received: from [127.0.0.1] by omp1012.access.mail.gq1.yahoo.com with NNFMP; 30 Dec 2013 16:00:17 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 418017.59814.bm@omp1012.access.mail.gq1.yahoo.com Received: (qmail 95870 invoked by uid 60001); 30 Dec 2013 16:00:17 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Rocket-MIMEInfo:X-Mailer:Message-ID:Date:From:Reply-To:Subject:To:MIME-Version:Content-Type; b=BCGsHD95kaqPVsct8kJQmOqwbYXlQIAZH6YamCL7J9iRZumUgc69dov4HXizNddmP7CTQZ+xHqG6xe3ZgoR7DwR81jPYrgpOvK1bud+TNB7CFac+6nPZylhrK35lZgZICR5rYZjl1BMRZ98KwsJXR1nD707D+kkDdK80zQd2sf8=; X-YMail-OSG: 0f7_xuwVM1kGXGfhJ3ef1UA4l7UlLFSq9Z0Hc16kPB3Zirn 8c62T_PKvzRVY3l2XKU45KGnftUjHiqIou9VmJE8WgLIQu0DJcQkK3DJ2mqW wD3ODeLi9Mo6RGknzFhbHVkNRXbERbJXdAZoml9zwX0rohJHdPI0BGekXzzH TDZbDe.145m3hFYYsbl3NbBDdXaAYc.EwMuWFKcDoE0ej_RHLdVgQCZK1.PQ mPBBFIqfAE6_RvU60hgkVVpV4vdkhzuTHa9zwKoq2Zk6xUP0xDjIFnLtsoiC AgDxgNkWidf3tnSfW_ox8i1Tdkz_3kGlGdiHza.vSu6cunhQx.HKoagJwBVV t9WbQE2jwwBheULKt7MSVDxz0JDIGLPCovMyjG35ZN6YDyGsS_ztpBp3lMjA r4gXXcQteNHb7VsCgokcLK9yMbuA0clibXheMZDrf91H8o2ZaKyRPYYK6DrG petMTpf7RtrLaT3WJcuD6wTfpDtGVd8KmVPZHWwovC12R1FiVeGcxoXNsJ2n sxASGkzyYI7lxOQAuC1nEekn5g8araJ.sxWrkAsyv9XQu4x5NtzFnLzu4XG8 PXUQGber7Mg-- Received: from [98.196.182.216] by web181403.mail.ne1.yahoo.com via HTTP; Mon, 30 Dec 2013 08:00:16 PST X-Rocket-MIMEInfo: 002.001,SSBoYXZlIHRoZSBkdWJpdGFibGXCoCBkaXN0aW5jdGlvbiBvZiBvbmUgZ2Vhci11cCBsYW5kaW5nIGluIG15IGxvZ2Jvb2ssIGludGVudGlvbmFsLCBjYXVzZWQgYnkgaHVuZyBtYWlucywgd2l0aCBwZXJmZWN0IG5vc2UgZ2VhciBjeWNsaW5nLiBJIGV2ZW4gaGF2ZSBhIHZpZGVvIG9mIGl0IGF0IFBheCBSaXZlci4gSXQgd2FzIGEgVC0zOSBtb2RpZmllZCBmb3IgcmFkYXIgdGVzdGluZywgYWJvdXQgMTk4OSwgYW5kIEkgYmVsaWV2ZSB0aGUgdW51c3VhbCBzdHJlc3NlcyBvZiB0aGUgbG9uZyBhYm5vcm1hbCABMAEBAQE- X-Mailer: YahooMailWebService/0.8.172.614 X-Original-Message-ID: <1388419216.85781.YahooMailNeo@web181403.mail.ne1.yahoo.com> X-Original-Date: Mon, 30 Dec 2013 08:00:16 -0800 (PST) From: cwfmd@yahoo.com Reply-To: cwfmd@yahoo.com Subject: Gear Up Landing X-Original-To: Lancair Mailing MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="1944329922-902673613-1388419216=:85781" --1944329922-902673613-1388419216=:85781 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I have the dubitable=A0 distinction of one gear-up landing in my logbook, i= ntentional, caused by hung mains, with perfect nose gear cycling. I even ha= ve a video of it at Pax River. It was a T-39 modified for radar testing, ab= out 1989, and I believe the unusual stresses of the long abnormal nose cone= damaged the core box structure around the landing gear. The plane never fl= ew again but sits in the museum at Pax.=0A=A0Lesson learned, among others, = was to land with all three gear up. The other choice was nose gear down alo= ne, a very unstable condition. what I discovered as the test pilot in this = realm of flight, which is never tested until it happens, is ground effect o= n pitch control.=A0 When the downwash from the wing gets close to the runwa= y, it changes the angle of attack on the horizontal stabilizer, increasing = lift back there, and pitching the nose down. The pilot reacts by pulling an= d pitching up. As soon as the wing leaves ground effect, there is overcompe= nsation in pitch up, so you then push the nose down again. This generates a= classic "pilot induced oscillation" (PIO) The pilot is exactly 90 degrees = out of phase with the pitch control and it's an undamped oscillation. This = is not a good thing to misunderstand, close to the ground, on your first in= tentional gear up landing. I cannot say if this is a potential problem in o= ther airplanes. I suspect a low wing and low horizontal tail might aggravate, while a high wing or t-tail might= lessen the effects.=0A=A0A review of mishaps indicates lots of loss of con= trol in this scenario: dragging wings, pitch overs, ground loops, departing= the runway. I Found, on the T-39, just hold the attitude and let the plane= settle gently to a flare in ground effect. The roll was stabilized by the = symmetry of the inboard flaps and I had good rudder control to get back to = centerline on the runway when it began to drift off to the right. I realize= d that I might stop at the runway intersection, but coasted on past it, to = a stop about 2/3 down the runway. Military pilots dread a crash at the runw= ay intersection, making you famous with your wingmen (ahh.., now wingperson= s), for closing the whole field!=A0 I noticed it took a lot of power to tax= i thereafter.=0A=0A=A0 Thanks for the IV procedure and review of the nose g= ear gas piston. I have heard many replace this at the annual condition insp= ection, but it's not easy, but then....=0A=A0Gear up belly landing is bette= r than one main down. 2 mains down is better than belly, just hold the nose= off as long as you can.=0A=A0Humorous note: my copilot 'Smiley' (chief tes= t pilot/instructor at TPS) was in his first flight in this airplane. He cal= led "abeam, gear, three UP and locked, full stop", opposite the standard Na= val Air Station call, at the abeam.=A0 Since we troubleshoot and burned dow= n to min fuel for an hour, they got everybody on the phone, entire chain of= command, maint, contractors, etc, and I began to wonder if you can get too= much helpful advice. One skipper said just keep pulling the emergency gear= cable until something breaks, but that would keep the nose gear down alone= , a worse scenario.=0A"Smiley" later made Admiral so this adventure was not= career damaging.=0AAnd a flight Doc was flying the plane, go figure...=0AS= afe 2014 !=0A=0A"Doc" Bill Miller=0A=0A=0AFAIL SAFE NOSE GEAR EXTENSION=0A= =0Athe check that every Lancair 4 should make in the air.=0A=0AThe Lancair = IV series of airplanes have a "fail safe" nose gear extension system.=0A=A0= =A0 if the gas piston is in good condition the nose gear will extend and lo= ck. Cost $65.00=0A=0A$20,000 PART=0A=A0=A0=A0=A0 that is the likely cost of= a new propeller and engine tear down and reinstall.. YUCK=0A=0AHOW TO CHEC= K=0A=0AIN FLIGHT=0A=A0=A0 slow to 120 knots=0A=A0=A0 1. Raise the gear=0A= =A0=A0 2. pull the pump breaker=0A=A0=A0 3. cycle the flaps til no movement= =0A=A0=A0 4. put the gear switch in the down position=0A=0AIF YOU GET a GRE= EN LIGHT ON THE NOSE GEAR=0A=A0=A0 Then you system is working as it should = and you will have a nose gear even =0A=A0=A0=A0=A0=A0 if you have a total h= ydraulic failure or broken hydraulic line=0A=0ATESTING ON THE GROUND=0A--no= positive =0A=A0=A0 will only tell you if the system is not working.=0A=A0= =A0=A0=A0 you need the actual conditions of air load to be confident that t= he system will work under air load=0A=0ALANDING GEAR UP IS A MISTAKE=0A=A0= =A0=A0 A. yea, i forgot--well, we all fear that=0A=0ABUT, INDICATING ONE OR= TWO GREEN=0A=0A=A0=A0=A0 Land with what you got; you will have considerabl= e control; rudder, aileron, pitch=0A=0Agear up landing is scary' NO CONTROL= =0A=0A=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 there is a video of a lancair landi= ng gear up... on purpose, so to speak=0ASCARY- wing tip grabs, plane spins = one way; Plane spins the other way=0A=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 a= nd goodby prop and engine.=0A=0AAND =0A=A0=A0 as it gets harder and more ex= pensive to insure Lancairs, it may well be that you are going to pay out ou= r your pocket=0Athe repair cost.=0A=0Alike i say, the $65.00 part that coul= d cost you $20,000=0A=0ARECENTLY=0A=A0=A0=A0=A0 i posted a video of a Cessn= a 210 landing with the nose gear only. a beauty to see=0A=0Apeter=0A=0AI TH= ANK CHARLIE KOHLER FOR THIS INFORMATION, HE, ME TAUGHT.=A0 =0A=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 =0ATHANK YOU CHAR= LIE --1944329922-902673613-1388419216=:85781 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
I have the dubitable  distinct= ion of one gear-up landi= ng in my logbook, intentional, caused by hung mains, with perfect nose gear= cycling. I even have a video of it at Pax River. It was a T-39 modified fo= r radar testing, about 1989, and I believe the unusual stresses of the long= abnormal nose cone damaged the core box structure around the landing gear.= The plane never flew again but sits in the museum at Pax.
 = Lesson learned, among others, was to land with all three gear up. The other= choice was nose gear down alone, a very unstable condition. what I discove= red as the test pilot in this realm of flight, which is never tested until = it happens, is ground effect on pitch control.  When the downwash from= the wing gets close to the runway, it changes the angle of attack on the horizontal stabilizer, increasing lift back there, and pitching the no= se down. The pilot reacts by pulling and pitching up. As soon as the wing l= eaves ground effect, there is overcompensation in pitch up, so you then pus= h the nose down again. This generates a classic "pilot induced oscillation"= (PIO) The pilot is exactly 90 degrees out of phase with the pitch control = and it's an undamped oscillation. This is not a good thing to misunderstand= , close to the ground, on your first intentional gear up landing. I cannot = say if this is a potential problem in other airplanes. I suspect a low wing= and low horizontal tail might aggravate, while a high wing or t-tail might= lessen the effects.
 A review of mishaps indicates lots of = loss of control in this scenario: dragging wings, pitch overs, ground loops= , departing the runway. I Found, on the T-39, just hold the attitude and le= t the plane settle gently to a flare in ground effect. The roll was stabilized by the symmetry of the inboard flaps and I had good rudder cont= rol to get back to centerline on the runway when it began to drift off to t= he right. I realized that I might stop at the runway intersection, but coas= ted on past it, to a stop about 2/3 down the runway. Military pilots dread = a crash at the runway intersection, making you famous with your wingmen (ah= h.., now wingpersons), for closing the whole field!  I noticed it took= a lot of power to taxi thereafter.
  Thanks for the IV = procedure and review of the nose gear gas piston. I have heard many replace= this at the annual condition inspection, but it's not easy, but then....
 Gear up belly landing is better than one main down. 2 mains = down is better than belly, just hold the nose off as long as you can.
=
 Humorous note: my copilot 'Smiley' (chief test pilot/instructor = at TPS) was in his first flight in this airplane. He called "abeam, gear, three UP and locked, full stop", opposite the standard Naval Air Sta= tion call, at the abeam.  Since we troubleshoot and burned down to min= fuel for an hour, they got everybody on the phone, entire chain of command= , maint, contractors, etc, and I began to wonder if you can get too much he= lpful advice. One skipper said just keep pulling the emergency gear cable u= ntil something breaks, but that would keep the nose gear down alone, a wors= e scenario.
"Smiley" later made Admiral so this adventure was not= career damaging.
And a flight Doc was flying the plane, go figu= re...
Safe 2014 !
"Doc" Bill Miller

FAIL SAFE NOSE GEAR EXTENSION

the= check that every Lancair 4 should make in the air.

The Lancair IV s= eries of airplanes have a "fail safe" nose gear extension system.
 =   if the gas piston is in good condition the nose gear will extend and= lock. Cost $65.00

$20,000 PART
     that is = the likely cost of a new propeller and engine tear down and reinstall.. YUC= K

HOW TO CHECK

IN FLIGHT
   slow to 120 knots   1. Raise the gear
   2. pull the pump breaker   3. cycle the flaps til no movement
   4. put the= gear switch in the down position

IF YOU GET a GREEN LIGHT ON THE NO= SE GEAR
   Then you system is working as it should and you wil= l have a nose gear even
      if you have a to= tal hydraulic failure or broken hydraulic line

TESTING ON THE GROUND
--no positive
   will only tell you if the system = is not working.
     you need the actual conditions = of air load to be confident that the system will work = under air load

LANDING GEAR UP IS A MISTAKE
  &n= bsp; A. yea, i forgot--well, we all fear that

BUT, INDICATING ONE OR= TWO GREEN

    Land with what you got; you will have = considerable control; rudder, aileron,= pitch

gear up landing is scary' NO CONTROL

   = ;         there is a video of a lan= cair landing gear up... on purpose, so to speak
SCARY- wing tip grabs, p= lane spins one way; Plane spins the other way
    &n= bsp;        and goodby prop and engine.<= br>
AND
   as it gets harder and more expensive to insure Lancairs, it may well be that you are going to pay ou= t our your pocket
the repair cost.

like i say, the $65.00 part th= at could cost you $20,000

RECENTLY
     i pos= ted a video of a Cessna 210 landing with the nose gear only. a beauty to se= e

peter

I THANK CHARLIE KOHLER FOR THIS INFORMATION, HE, ME T= AUGHT. 
         &nbs= p;            &= nbsp;
THANK YOU CHARLIE
--1944329922-902673613-1388419216=:85781--