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kent olsen
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Last Activity: Yesterday, 18:29
Joined: 2016-01-13
Location: McMinnville Ore
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  • The DC-8's I flew with the long fuselage (-73) had a max pitch up on takeoff rotation, to 8 deg. Then you'd wait until it became airborne and then pitch up to 15 deg. It had a big shock absorber in the tail in the event you kissed the tail. Landing with 50 deg of flaps was something like 1-2 degs pitch down so at touch down you might only have 1-2 deg pitch up.
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  • And maybe turn the autopilot off at 1000ft. They've been sitting there for the last 6+ hours just looking out the window. Then maybe the IOE captain could see whether the new FO was ahead of or behind the a/c and a go-around may have been prudent.
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  • If I read it correctly this a/c was based at Gillespie. They were returning from a quick trip up near LA. I was a flight instructor at Gillespie between 1970-1973. There's a little hill south of the extended centerline and a tall one on the north side. Couldn't tell from the report where he hit the ground....
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  • 767 Tail strike in Hong Konge

    You can find this on aviation safety.net.

    Air Canada 767 landing in Hong Kong with a 12-15kt 90 deg crosswind. Captain giving IOE to First Officer. Coupled approach to 200ft then hand flown. Rolling left then right, right main hit the runway, then the left, then the tail followed by the nose gear. Having given IOE in the DC-8 and the 747 all over the world including the old and new Hong Kong airport, my opinion.

    The FO should have disconnected the autopilot before 200 ft to get the feel of the aircraft. There would be a slight crab for the wind and some pilots would just land in the crab. The FO was trying to drive the a/c like a car. My guess is the flight recorder didn't record any application of rudders.

    This is how I taught crosswind landings. First you need to land on the centerline, you don't want the outboard engine beyond the edge of the runway when you go into reverse, especially the DC-8. If you try to keep lined up with the runway...
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  • Common sense sometimes needs a little nudge from a friend.

    Did a quick charter to Victoria, British Columbia in a 172. On my return my home airport on the Straits of Juan De Fuca was down to special VFR minimums. As I crossed the city of Victoria the fog was developing fast so I got down on the water, put out some flaps and slowed to about 60. The next thing I know a 185 on floats passes me doing maybe 120. The visibility was down to less than a half mile. He was an amphib, and landed and was taxiing to his hanger by the time I got back. I went over and talked to him. I suggested that next time he slowed down especially with the visibility dropped really low. Why he asked. Well there are lots of freighters/tankers coming into the straits and they stop at my home town to pick up a pilot and they are all 200 ft above the water line, we were both down to 50ft, and at 120 you might not have time to see and avoid. He said "oh my god I didn't even think of that&q...
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