Is this a difficult procedure? After driving & riding in the snow, its rather difficult to go in a straight line half the time... how easy is it for pilots to keep an aircraft going down the centre line in a blizzard?
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Actually, if the snow is too deep, you can't land because the gear will fail. The guys at the Durango FBO were telling me that back in the '80s a Metroliner got a bad snow report (told 1/4th inch when actually 4 inches), when the nosewheel touched down, the force from plowing through the snow caused it to snap off.
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Landing in snow isn't too bad, it's the taxiing that'll get you. You just make sure you never let the airplane go anywhere you don't want it. You also have to remember that the brakes don't work too well on snow, and to keep the speed down. On the rollout, the rudder stays effective for a long time, so you keep good directional control until you get slow.
One of the things you don't have in a car that you do have in an airplane for control is differential thrust. It helps out a lot.Bite me Airways.....
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Originally posted by chrisburnsAs for snow, I have landed on some snowy patches, it can make for an interesting landing, but as Joe said, use what you have properly you can manage it or save yourself from something horrible.Click Here to view my aircraft photos at JetPhotos.Net!
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Takeoff is pretty much the same in reverse. The rudder becomes effective at 60 kts or less in most airplanes, and it takes little time to get to that speed. You use differential power before the rudder becomes effective to keep 'er going straight.
Differential power is VERY effective in maintaining directional control. Most Beech 1900's aren't even equipped with nosewheel steering. Differental power and brakes only. The nosewheel steering in the Dash is MEL-able, meaning we have to use differential power when its broken.
Multiengine tailwheel airplanes use it too. No steering there.Bite me Airways.....
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Our Flying Manual has a whole 64 page section on 'Landing on Slippery or Contaminated Runways'.
Here are a few points from the recommended landing procedure:
Positive touchdown on speed. When nose down, spoliers up and tracking established smoothly and symmetrically apply moderate to firm application up to maximum braking if required, releasing the brakes if a lateral skid develops. Autobrake should be used where possible. Reverse thrust and aerodynamic drag will provide 80% of the high speed stopping force. Reverse should be returned to idle if a lateral skid develops. Expect a landing distance 40% longer than on a dry runway.
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Too bad I don't know some former Air Alpes and TAT captains and F/Os who used to fly to routes linking Orly to Courchevel, in the midst of the Alps. For over two decades or so, flights were operated with standard wheeled Twotters and during the spring seasons when loads are high, a dry leased Tyrolean Dash 7 supplemented/took over from the Twin Otters. Operating costs and fare charged eventually killed the service.
Should I would have got some acquaintances, I would have asked them to provide for infos.
Alain
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