CAPÍTULO I: PLANTEAMIENTO TEÓRICO
4. ANTECEDENTES DEL PROBLEMA
T
he Blue Book says to make a flat approach be written to make a normal approach and at 1.3 speed. This is a carry-over from touchdown instead of dragging it in and the old days when a Soft Field Landing had to trying to spot it on the very end of the be demonstrated for a Transport license from runway. Tire marks short of the runway the Department of Commerce. (Before CM indicate people try to hard sometimes. Only a and FM) In those days most airports did not few runways are shorter than 5000’ at Navy have paved runways and it was easy to nose airports. If the landing is made 1200-1500’over when the field was muddy. The from the approach end there is still ample nique was to come in flatter than usual with room to stop well in the confines. But you a nose high attitude and lots of power. We have to know how to stop. Get into Beta used to call it “hanging on the prop.” fore the nosewheel is on the deck and use up
This is not necessary in a P-3 or elevator to prevent it from pranging down.
lar airplane. In fact, it has caused a large As soon as all wheels are on the ground use number of blown tires when the pilot paid all the reverse you want. Stand up on the more attention to the airspeed than the brakes to stop where you desire. Then get off down, causing a slight bounce. During the them for cooling. Since power lever action is time weight was supported by the wing all mechanical during this action there is no stead of footprint a brake application, danger some of the props not going into ever slight, would blow the tires. This reverse. I always came over the ramp before four years in a row at the Patuxent the nosewheel touched the runway, even on
One of the VP-30 instructors, who engine out landings, and never had an later was Wing Commander, asked me to dem- expected swerve.
onstrate a short field landing. I, in turn, There are two kinds of short field asked him to make a normal approach landings. One with a short runway and the ing the airspeed to 1.3 as the flare is other with a long touchdown on a normal lished then ease off power to touchdown, and one. Sometimes, when trying for a grease I would do the reversing. He made a perfect job, a pilot will land long then have a hard touchdown and I immediately came over the time stopping, such as the incident at ramp to about Start position easing the folk some years ago.
wheel to the deck with the elevators. Then I When you need to stop during
asked John to apply the brakes. We stopped get in reverse before you apply brakes and very short and still had four inflated tires to you can do wonders. Maybe SHORT STOP taxi to the line. Now, that is written in Natops should be given some thought.
under Short Field Landings. There-after
nobody blew the tires at Patuxent Airshows. Keep ‘em on the runway.
Perhaps the Natops procedure should
Demonstrations
S
ome of us have vast experience in of things until they establish an envelope of strating performance of airplanes performance which is operationally safe whether they be new or old. There are three for everyday pilots to accomplish the basic groups of spectators. The potential sion for which it is built. On occasion the tomers, the dissatisfied customer, and the customer becomes disenchanted with the attendees. The flight profiles are all d e m o n -different, or should be. strations are required by factory and Test When an aircraft builder is trying to Center pilots. In any case the people doing sell a new design its expert pilots do all sorts the flying have been trained for the jobeither recently or with long-standing expe-rience. Even then it is easy to get out of l
bounds and do something unnecessary. This Rotate at normal speed and insure liftoff at 121 kts.
takes care of the first two categories.
The for the public has been
the most dangerous, both in military and l Retract gear and leave flaps at takeoff civilian performance. It is almost a cer- setting.
tainty that someone will step out of bounds l
unless they are strongly supervised. Take it Climb at 13 1 kts, which is the 4 engine 50’
from me. I’ve been there. Oldsters and speed and also best angle of climb the sters viewing the pageant are usually FM V2. This speed has to be at least 115%
above stall and 110% above Vmc. 13 1 kts is men and are not called upon to evaluate
performance. They like a lot of graceful far above both. This will put the airplane flying with a lot of noise. They can’t tell the about 1000’ above the ground at the end difference between 300 and 350 knots, nor of an 8000’ runway. Take off into the
1.1 from 1.3 speeds. They can’t tell 2 G’s from wind as always.
2.5 G’s, but they are sure to notice a 45 degree l
pitch attitude. So will every undertaker in Enter the pattern for a low and slow pass town. I am absolutely astonished that grown down the runway with gear down and men would go this far in an airplane like a Land flaps. Minimum altitude 300’ at 1.3 3. And to put it down on paper as a guide. Why speed, but not less than 130 knots.
not do a few rolls and a big lazy loop? The
spectators don’t need to know about missile l Make the next pass clean at 300 knots.
launch and mad maneuvers as the Smoothly roll into a 30 degree banked
may explain. climbing turn with not more than a 15
Years ago during the yearly degree pitch angle. Use Military Rated blew a lot of tires demonstrating short throughout the turn. This will usually field landings. They then finally realized bring the airplane around near 180 that you must get into reverse before you use grees for a poor man’s chandelle. Extend the brakes and that debacle has all but flaps as desired beginning recovery to But since they did not blow the tires wings level. Minimum airspeed 140 knots.
they now backed down the runway then took When done gracefully and smoothly this off with full flaps inadvertently. Goes up is a crowd pleaser. It’s a big airplane and
like an elevator!!! should be flown like one.
Mentality is a new popular l
term. I would say lack of mentality would be Make a normal approach so as to be 1.3 as
closer. the flare is established. Ease off power
for a normal grease job. Immediately Suggested Profile upon touchdown enter the Beta range using up elevator to keep the nosewheel
l Put 12,000 lbs of fuel aboard, bringing from pranging down. Use full reverse the takeoff weight to 85,000 lbs. and brakes as desired for a “Short Field
Stop.” Demo back-up capability.
l Use military Power for takeoff and climb
to the field boundary. Remember, you are not Bob Hoover.
What To Do When . . .
1. Number two engine starts very slowly 3.
every day from an APU which barely At a hot deployment site just about puts out 25 lbs at 16 percent. ery APU in the squadron puts out only
about 20 lbs at 16 percent but the first 2. Number one starts very slowly every engine accelerates to low rpm within
day even though good air is being bled the recommended time limit.
from number two. 4. The fuel pressure low light does not go
The
out in low rpm. than 1000 pounds of fuel and you have
5. You are taking the commodore some to keep number one hydraulic system place and plan to start number one cool enough to operate.
engine while taxiing. Then you notice
number one TIT gauge is inoperative. 13. Due to a real bad situation all four tanks You are already running late. are down below 1000 pounds but a place to land is just 30 minutes away. Someone 6. At about 50 knots on takeoff roll you said it takes at least 1000 pounds in 2 and notice number three TIT about 830 and 3 tanks to keep the hydraulic system the horsepower about 2500 at full cool enough to function properly.
throttle. You are not yet at 80 knots so
you can’t do much about it. 14. You would like to know the OAT but the gauge is inoperative.
7. Just as you have about 900 TIT on the
original power application the rpm goes 15. During a practice engine fire the prop to more than 104 percent and the feathered and the fire went out with power drops off. This indicates a the first bottle discharge.
pitchlock and it must be dealt with by
the book. 16. You are on two engine loiter at 190
knots at 1000 feet and a chips light 8. The prop overspeeds and the power shows up on one of the operating
drops off a lot as the gear is coming up. gines. Range is not critical.
Neither pump light is on.
17. You are on two engine loiter at 190 9. The engineer has been synching up knots and 1000 feet and there is a power the props. When he finishes and lets go loss, roughness, and high TIT on an of the switch, number three rpm drops engine. Range is critical this time.
to about 80 percent and the TIT bingo’s
then settles at about 830. Turning off 18. During the preceding debacle the number three synch switch did not speed dropped to about 140 knots, since help. Then number four did almost the you can’t be below 1000 feet on two or same as number three. Both engines less engines. The engine does not light are stalled out but still running. off at the low rpm held by the 45 degree
switch.
10. You are demonstrating rpm excursion
synch on and synch off. During a series 19. During normal of number one of rather violent throttle movements there is a loud noise and rapid drop in the rpm dropped to 82 percent and the rpm on number two.
TIT settled at 828. Subsequent throttle
movement had no effect until the TD 20. Someone has shut off the fuel tank
was placed to null. during crossfeed and the engine
quits. You had not run an NTS check on 11. Just as the gear was selected down all of climbout.
the annunciator lights came on and
stayed on. You are an hour away from 21. The start valve light comes on on an the nearest airport and it is below engine in flight. Shortly after the mums, but another airport is CAVU about gine is shut down another start valve another hour away. light comes on on the other side of the
airplane.
12. Due to a real debacle in flight planning,
weather going to worms, cockpit 22. During an NTS check the rpm keeps fusion, and fuel management decreasing with each bump of the one had run the APU for a long time feather valve.
from number two tank, and the
engi-neer did not crossfeed properly), you 23. An engine acts like it would like to NTS notice that number two tank has less but just won’t quite make it.
24. It is very inconvenient to fly at 2000 downwind with a brisk headwind on feet for a flight idle check but 1000 or
3000 levels are available. downwind leg to boot. It’s VFR with no GCA practice going on. Fight back.
25. Number two engine has for 35.
months on the flight idle check and You have knocked down the arresting maintenance has exhausted all gear twice and the tower says you will
able fixes. have to leave the pattern if you do it
once more.
26. On the flight idle check number one 36.
horsepower was minus 200 and number You are in a left-hand pattern on four was plus 200. way four at Barbers Point and the tower
gets busy and forgets to clear you down-wind.
27. You are aware that the synch box has been removed from the rack and 37.
stalled during the preflight. The tower tells you you are clear for a touch and go before you get to the 180, 28. Due to the propeller test box shortage a much less report the gear down.
phase angle check has not been made 38.
although the rpm had been checked OK You get suckered into an approach side on a previous flight. They want you to by side with another airplane on dual take the airplane on patrol. runways that are the minimum
apart.
29. They need somebody to sit on a contact 39.
that is only 100 miles out for a couple of You get suckered into a touch and go under the same conditions because the hours until the ready alert can be
launched. It had not been able to get launch airplane fooled around too long airborne. So you go and then have a after being cleared for takeoff flap asymmetry on liftoff with takeoff ably a last minute brief.
flaps set. 40. You are released from approach to the
30. You have been on station two hours of tower at 1500 feet. The tower says to enter downwind. Pattern altitude is 1000 a planned four and there is a flap feet.
with the flaps fully retracted.
31. After liftoff the copilot’s airspeed, al- 41.
timeter, and vertical speed indication do not agree with the Then you recall that the sheet said that the navigator’s altimeter had been placed.
You wonder why your interval elected to fly much wider and deeper all of a sudden and ask the tower about it. Your interval says he is simulating two out and it’s the same guy who told you that morning that you should always fly a normal pattern regardless.
32. You are shooting landings at a field 42.
which is thirty miles from home plate The next day the same clown flies wide and you have a flap asymmetry after and deep again. This time he is doing a the flaps are extended to land at about no-flapper simulating a boost out
tern.
300 foot altitude.
33. You suddenly realize that you are an 43. The bar doesn’t open until 1700 and you finish at 1500.
instructor pilot making multiple land-ings and that is when most gear up
landings are made. 44. As soon as you clear the active after landing the flight engineer shuts off 34. The tower won’t change the active both number one and number two
way into the wind because of no good draulic pumps.
reason except they are in charge. Here 45.
you are with a student trying to land Your pilot uses increased power from number two to make a tight left turn
into the fuel pits or birdbath.
46. You wonder what you are doing in this business after so many years.
47. During cockpit preflight you notice that the pilot’s ball is out of the cage to the left and the copilot’s is to the right.
48. During flight with the left ball cen-tered the rudder trim is near zero, the copilot’s ball is really to the right and the autopilot trim indicator isn’t cen-tered.
49. Airplane number 01 always trims up with the usual 2 degrees right rudder and degree left wing down. Today it takes 2 degrees right wing down. The autopilot agrees with your trim.
58. You are at 23,000’ and somebody shut off all tank selectors because the safety wires were at the bottom of the switches instead of at the top. All four engines quit and are away. NATOPS says 20,000’ is maximum for starting the APU.
50. During a maintenance check flight you 59. The pressurization is completely lost at find it very difficult to move the rudder flight level 270. ATC will not give you a during boost out at 250 knots. lower altitude.
56. After landing at Andrews the left main showed barber pole. You find that the gear is indeed down and locked but the arm which operates the micro switch is missing. The Commodore needs to re-turn to Jacksonville as soon as possible.
The weather is CAVU.
57. During you RON at a field which is 7000’ in elevation. NATOPS says the APU is capable of starting a single en-gine up to 6000’ altitude. This is a good liberty town.
51. The elevator trim wheel has no effect on nose up trim but works normally for nose down.
52. The copilot’s aileron control has an abnormal amount of play before it moves the ailerons.
53. When on short final an engine fire warning occurs.
54. When on short final the pilot’s head slumps forward and the airplane ap-pears to be out of control.
55. All of the airports in Hawaii have been destroyed except the one at Dillingham, and its runways are not stressed for 3’s.
60. You are in VFR conditions on your last assigned heading to the approach fix.
Dead ahead is a vertical cylinder of cloud the shape of which indicates very unusual air currents. ATC says to main-tain heading when you ask for a change.
61. The approach to runway 11 has a mod-erate windshear at about 500’. There is a miniature tornado, commonly called a Devil Dog rising up several hundred feet from the dirt race track. You report all this to the tower, but they don’t seem to be alarmed and keep clearing people for touch and go’s.
62. You are in the pattern at Patuxent and the tower says, “Turn left, turn left now!