skydiverdriver
Senior Member
- Joined
- Nov 26, 2001
- Posts
- 869
For those of you that fly transport category aircraft, I have a question. When I flew the FK-27, I had one pilot show me how to push the stick foreward on the ground during takeoff before rotation, and after all three wheels are on the ground upon landing. It worked very well, as it seems to make the aircraft stick to the ground very well.
Now, we all know that if you do this with a Cessna, or other light aircraft, you will probably start wheelbarrowing. Well, here is the problem. I do this in the CRJ that I currently fly, and I had one captain ask me about it. He said it felt like the rear of the aircraft was sitting up, and it felt unstable to him. I disagreed. He said that I shouldn't do that in a heavy crosswind, and I said that this was the time I would most likely do it. He said his experience in the Brazillia taught him not to do this, and I felt my Fokker time made it clear it was a good idea. I think the Fokker is closer to the CRJ than the Brazillia, but that's beside the point.
I flew with two other captains that had the same procedure as I, and one said he flew a 737 before and was taught this. The other captain said he studied this type of thing at Riddle, and he felt it works on a T tail aircraft.
I have also heard that 727 pilots are taught to do this, and it works well on other large types as well.
My theory is that the difference between a light aircraft and a transport category one is the percentage of the distance from the main gear to the CG, compared to the distance to the nosewheel. In other words, the main gear to the CG on my aircraft is say, 5% of the distance to the nose gear, where it's say 55% in a Cessna. So, since there is plenty of weight on the main gear, and may transport category aircraft could actually sit back on the tail if misloaded, this means more weight is needed on the nosegear.
I'm not an expert at this, but this is my theory. Please help me out here, if you know the answer, and I look foreward to your reply. Thanks for your help.
Now, we all know that if you do this with a Cessna, or other light aircraft, you will probably start wheelbarrowing. Well, here is the problem. I do this in the CRJ that I currently fly, and I had one captain ask me about it. He said it felt like the rear of the aircraft was sitting up, and it felt unstable to him. I disagreed. He said that I shouldn't do that in a heavy crosswind, and I said that this was the time I would most likely do it. He said his experience in the Brazillia taught him not to do this, and I felt my Fokker time made it clear it was a good idea. I think the Fokker is closer to the CRJ than the Brazillia, but that's beside the point.
I flew with two other captains that had the same procedure as I, and one said he flew a 737 before and was taught this. The other captain said he studied this type of thing at Riddle, and he felt it works on a T tail aircraft.
I have also heard that 727 pilots are taught to do this, and it works well on other large types as well.
My theory is that the difference between a light aircraft and a transport category one is the percentage of the distance from the main gear to the CG, compared to the distance to the nosewheel. In other words, the main gear to the CG on my aircraft is say, 5% of the distance to the nose gear, where it's say 55% in a Cessna. So, since there is plenty of weight on the main gear, and may transport category aircraft could actually sit back on the tail if misloaded, this means more weight is needed on the nosegear.
I'm not an expert at this, but this is my theory. Please help me out here, if you know the answer, and I look foreward to your reply. Thanks for your help.