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"Lynn Coffelt" wrote:
very early T-38's used hydraulic powered "ailerons" on the main landing gear doors to help retract the main gear in flight. The wing was so thin that there wasn't much room for conventional retraction mechanism. Seemed to work OK, but later models found room for conventional mechanism. Did it use a shrink scheme to retract the oleo strut while the gear retracted??? Been a while! Old Chief Lynn Must have been very early. The airplane came into the inventory in '62 and I flew it in early '65 at Williams AFB. There were no "ailerons" or movable parts on the MLG doors at that time. There was a conventional compression strut and a 45 degree "drag link" that pushed and pulled for extension/retraction hydraulically. The wing had no bulges, such as on the F-4, to assist in housing the gear when retracted. The gear strut fit in the wing thickness and the wheel/tire assembly retracted into the underside of the fuselage. We had an incident in my pilot training class in which one of the German student (fully one-third of each UPT class at Willy was German's enroute to the F-104 across town at Luke), apparently trying some BFM tactics he had heard about, extended the gear at high speed and high G load in a turn. The resultant over-stress of the assembly sheared both MLG drag links leaving both gear unsupported and braced--swinging freely back and forth in the bay. A chase aircraft (the wing DO) visually inspected the damage and the student was directed to make a controlled ejection over the base. We had a procedure, flying off a CHD TACAN radial a set distance at 10k MSL then ejecting. Both the student and the airplane landed within the field boundary. They could never prove the student error (actually student pilots cannot make "pilot error" judgements) and he graduated on time and went on to a Luftwaffe career flying the 104. Ed Rasimus Fighter Pilot (ret) ***"When Thunder Rolled: *** An F-105 Pilot Over N. Vietnam" *** from Smithsonian Books ISBN: 1588341038 |
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