Posted on 10/02/2019 9:44:19 AM PDT by PeteePie
That sounds a little extreme, but it is a bad idea especially if you haven't reached pattern altitude. You lose a lot of altitude in a sharp 180 and banking the plane at 45 degrees creates 2 G's which greatly increases your stall speed.
So, here we have the TRAGIC loss of a valuable, historical airplane and multiple fatalities, and all you guys can do is make totally uncalled for, snarky, VERY UNFUNNY comments?
Got nothing better to do with your miserable lives?
GET A FRICKING LIFE!
You ALL deserve to be banned FRom FRee Republic FOR LIFE!
Tidbits from Wiki:
The original aircraft, a block 30 B-17G manufactured by Boeing, was nicknamed after the last three digits of her serial number: 42-31909
Nine-O-Nine was a Boeing B-17G-30-BO Flying Fortress heavy bomber, of the 323rd Bomb Squadron, 91st Bomb Group, that completed 140 combat missions during World War II, believed to be the Eighth Air Force record for most missions, without loss to the crews that flew it.
https://en.wikipedia.org/wiki/Nine-O-Nine
You can argue with my instructor then. LOL
It was a general rule of thumb, covering pretty much any aircraft I was likely to fly.
Tried to do a idle-power 180 in a T-37 one time just to see.
Dropped about 3500 ft.
Bummer. I flew on Nine-O-Nine back in 2000.
The only people who should even attempt such a maneuver (return to the takeoff runway) are highly skilled aerobatic and crop duster pilots who are used to and have perfected successful hammerhead stall recoveries.
When I was in VT-1 in Pensacola in 1964, a Student Naval Aviator, who in an earlier life was a crop duster pilot, successfully returned to the runway in a T-34B after an engine failure on takeoff.
He later became, IIRC, an F-8 Crusader pilot. I hope he survived Viet Nam - he was a Hellofapilot!
In a single engine airplane, the general rule is to continue straight ahead after an engine failure on takeoff, and to mind that you don’t stall before crashing.
An engine failure after takeoff in a multi-engine is a MUCH different animal.
We should wait for an accident report before speculating on the cause of this one.
“We have a friend who had a loss of power on takeoff and destroyed his beautiful late 40s era Navion, but he landed straight ahead off the airport and he and his wife walked away uninjured.”
This guy’s name didn’t happen to begin with Mc, did it?
See my post #26.
Did you do hammerhead stalls in the Tweet?
“. . . and banking the plane at 45 degrees creates 2 G’s”
Try 1.4 G’s. 60 degrees is 2 G’s
As usual the reports are confusing.
One I just read stated that the aircraft crashed on the runway.
It sounds like his 180 to the field was accomplished OK but that he lost it on touchdown.
We don’t know at this point what the mechanical emergency was. If it was hydraulic failure, it could have been a landing gear problem that caused the crash.
I wonder if the pilot was the regular pilot or one who flew it only occasionally.
Tail draggers can bite right up until they are parked on the ramp.
I’ve read 2 were killed, but I suspect that is not the final count that will have died from this tragic crash.
This was one of the planes from the Collings Foundation, and he had 10 passengers on board, so I would think he knew how to fly it.
You are correct, sorry.
No, his first name is Bill and he is a doctor.
Update : At least 5 killed
“...banking the plane at 45 degrees creates 2 G’s which greatly increases your stall speed.”
G forces in a level turn are proportional to the inverse of the cosine of the bank angle.
A 45-degree bank thus causes 1.4g. A 60-degree bank will cause 2g.
The tendency of many pilots to avoid altitude loss by applying “top rudder” (rudder toward the upside wing of the turn) has sometimes caused a stall-and-spin, which as noted will result in a crash if the turn is attempted at low altitudes.
Spinning was not completely understood until after the First World War. For many years after, primary flight instruction taught students spin recovery. This changed: when I took private pilot lessons in 1975-76, spin avoidance had become the preferred method.
Spin entry and recovery can be tricky. Each aircraft has their own quirks. Sometimes, individual machines of the same make and model can exhibit different spin characteristics, if airfoils are mounted differently or they are rigged differently. Doesn’t take much: the casual observer may not notice differences just by looking at the craft from outside. Misadjustments can occur from inexpert maintenance or improper repairs.
Is that one of the planes from the Wings of Freedom tour?
They visit our local small town airport every year.
I took spin training in an aerobatically rated aircraft and what I learned first hand was very interesting. Don't have time to expand on that right now.
Nope.
Was actually flying in the Super.
Never got to fly it solo, just in a maintenance check flight. But I did get a number of hours of stick time.
Did do one in my uncle’s V-Tail one time. Scared him to death. Didn’t tell him that’s what I was going to do until I rolled off to the side.
It's even capable of a 360 under 1,000' AGL. I did one on my private pilot check ride in a simulated emergency landing.
I'm extremely saddened to hear about this crash for both those killed and injured, and for the loss of this very beautiful and historical aircraft.
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