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#11
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The only problem I see with increasing the noise level, is even if it is the
loudest thing you ever hear in the cockpit, pilots will sometimes tend to block the sound out. Just ask most of those who made an unintentional gear up landing. When I was flying retracts (up to 15 flights a day), I would check to make sure the gear was down and locked no less than 3 times before I touched down. -John *You are nothing until you have flown a Douglas, Lockheed, Grumman or North American* |
#12
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#13
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#14
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G - Gear
U - Undercarraige M - Make sure the gear's down P - PUT THE DAMN GEAR DOWN! There ya go! In the AT-6 when downwind abeam the numbers after the break, it would start with: 1. Landing Gear Down 2. Flaps down 3. Trims set (elevator and rudder) 4. Mixture Forward 5. Prop to go (we would wait until the prop RPM dropped after slowing down to go easy on the governor) On our modified base leg, we would run thru everything again and then short final run thru it once more and this time bring the prop to full forward. It was a quick flow that took only a couple of seconds each time we did it. It's been over a year since the last time I flew the T-6, but I still wake up in the morning with that checklist running thru my head! -John *You are nothing until you have flown a Douglas, Lockheed, Grumman or North American* |
#15
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"Peter Duniho" wrote in
: "Andrew Gideon" wrote in message gonline.com... Cycling the gear doesn't use up hydraulic fluid. It's stored back in snip Lots of bad things can happen to your airplane is something is broken. But that doesn't mean you should avoid doing otherwise reasonable things with your airplane, just because it *could* be broken. But why not understand that you trouble *single points of failure* as little as possible. Do you avoid extending the flaps, just because the flap motor could fail? No But I can make a safe no flap landing. The plane is made to fly. Do you avoid using carb heat, just because the cable could break? Do you avoid adjusting the mixture, just because the cable could break? No because I can make a safe no power landing. Planes made to fly. Do you avoid making turns, just because the ailerons could get stuck? No because I can still turn the airplane with rudder. Planes made to fly. No, of course not. Those are all things that are done as a normal pilot input during any various part of a flight. Likewise, if there's call to lower or raise the gear, the pilot should do that, rather than worrying that the act of using some installed equipment on the plane might break that equipment. So with all your examples having pretty well defined backups and emergency procedures while remaining relatively safe... Why would I over use a human made and maintained, piece of machinery? that if fails I have but one option that has me hitting the ground in the most awkard of positions. If you are really that worried that you'll break something on the plane, then you should rethink whether that plane is one you really ought to be flying in. Pete Pete... im worried that everyday Ill crash my truck and its called caution. Dosen't stop you from doing anything ,it teaches you to respect the options you have. |
#16
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"Doug" wrote in message
... But why not understand that you trouble *single points of failure* as little as possible. If you want to avoid single points of failure, fly a twin. The 172RG has numerous single points of failure. Do you avoid extending the flaps, just because the flap motor could fail? No But I can make a safe no flap landing. The plane is made to fly. Even in a split flap failure conditions? Do you avoid using carb heat, just because the cable could break? Do you avoid adjusting the mixture, just because the cable could break? No because I can make a safe no power landing. Planes made to fly. An on-airport gear-up landing is no more hazardous than an off-airport gear-down landing. It might even be safer. Do you avoid making turns, just because the ailerons could get stuck? No because I can still turn the airplane with rudder. Planes made to fly. Even if the ailerons get stuck in a deflected position? So with all your examples having pretty well defined backups and emergency procedures while remaining relatively safe... No, they don't have "pretty well defined backups and emergency procedures" nor are do they remain "relatively safe". Furthermore, they are simply a few examples. There are plenty of other examples that would produce at least as unsafe a condition as a hydraulic failure in the 172RG. Why would I over use a human made and maintained, piece of machinery? What's "over use"? Presumably, one is using it exactly as many times as is necessary. No more, but certainly also no less. that if fails I have but one option that has me hitting the ground in the most awkard of positions. "The most awkard [sic] of positions"? Gear-up landings are incredibly safe events, at least compared to other abnormal flight conditions. Pete... im worried that everyday Ill crash my truck and its called caution. Dosen't stop you from doing anything ,it teaches you to respect the options you have. Respecting the options you have includes availing yourself of them. If the right thing to do is to change the gear position, then you do it. You don't worry that the hydraulic system will lose all its fluid. Pete |
#17
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"Peter Duniho" wrote in
: Ok you win... Im not gonna try to argue your points when you just change the points after they are all defeated. Sounds likke you have full faith and confidence in the no-gear landing and you even consider it safe. (certainly necessary at unfortunate times but not safe)..how can you debate someone with that thought process, sorry I cannot... So cycle your retractable gear, in the pattern, over and over again.. hell make a game out of it... see if who among your friends can cycle it the most amount of times, its only a machine... Take care and let out a big WHOOOOOO WHoOOt when landing so I can be sure to stay clear. idiot -Doug |
#18
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"Doug" wrote in message
... [...] idiot Your opinion of me doesn't matter one bit. However, by expressing it that way, you have certainly proved once and for all just what kind of person YOU really are. |
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