Gear up takeoff

On Jul 17, 1:04 pm, john smith wrote:
DESCRIPTION
AIRCRAFT ON TAKEOFF, SANK DOWN ONTO RUNWAY WITH GEAR RETRACTED, FORT
LAUDERDALE, FL

Is this an example of putting the gear lever up before advancing the
throttle for takeoff?

Not sure, I wasn't onboard at the time.
-Robert, CFII

John, my husband used to fly a Mooney Ranger with the manually
retracted gear, and he always added a little forward pressure on the
yoke when pulling them up to reduce the force on the Joe bar. The
'dip' was on purpose. He had enough air under him when he did it,
though. What he says is, the gear stays down until you're sure you're
not going to need it, and that means being pretty high when operating
off a 5000 foot runway.

Does anyone know if the wheels on those Mooneys were interlocked to
prevent someone from pulling on the Jor bar while the wheels still
carried weight?

On Jul 18, 2:51 pm, "Al G" wrote:
"Andrew Gideon" wrote in message

news
On Wed, 18 Jul 2007 14:26:45 +0000, john hawkins wrote:

don't know anything about the cited incident but. Ever watch an older
mooney doing the gearup dip on takeoff? pulling that johnson bar takes
your attention off the flight attitude.

Cessna gear (ie. an R182) folds under in such a way that drag is
increased during the retraction (or extension) beyond the level of drag
with the gear extended (or retracted, of course {8^). I've never thought
it that much that it would cause an altitude loss, but perhaps under the
right circumstances...?

- Andrew

The old 210's and skymasters were the same way. Once all of those doors
start opening, there is
a slew of new drag. An Ex-Boss of mine was demonstrating the squat switch
to a prospective buyer, when he retracted the 210 nose gear while sitting
firmly on the ground.

Al G

We have an R182. The gear retracting will bring the nose
up as the weight of the mains shifts back. The altitude doesn't want
to change much with the gear in transit. The main wheels are small-
diameter, wider 15 x 6.00-6's, and they don't have much more drag
sideways than they do edge-on.
The nosewheel has the squat switch. The mains, being
spring-steel tubes, don't have any movement to fire a squat switch.
This is a distinct disadvantage, becuase the nosegear has to be
collapsed a little to open the switch, and in the landing roll the
strut can remain extended until brakes are applied. Add to that the
often-sticky oleo setup on these things, and you have a switch that
might remain closed until tiedown. A decent pilot will use aerodynamic
braking and will be careful not to slam the nose onto the runway, so
that silly squat switch is closed for a long time after touchdown and
if he has the habit of grabbing the flap switch in the rollout he'll
sooner or later select gear-up instead and get a nasty surprise. We
nearly had it happen once during an evaluation of another pilot.

Dan

On Thu, 19 Jul 2007 05:00:45 -0000, Ricky
wrote:

On Jul 17, 5:10 pm, Roy Smith wrote:
In article ,

"Montblack" wrote:
("Ross" wrote)
My father was an B-25 instructor in CA during WWII. He said some of the
cadets would do this and the CO would be real mad when the B-25 settled
back to earth.

B-25 ....BOMBER!

I'm with the CO on this one. :-)

Paul-Mont

Bombers have an advantage over other types on these types of takeoffs.
When you feel the aircraft starting to settle, you can just hit the button
and drop your load. The sudden decrease in aircraft weight will give you
the extra performance boost you need to start climbing.

When you say "drop your load" do you mean drop the bombs?
Is it the decrease in weight or the exploding bombs that gave that
"extra performance boost you need to start climbing?"

They shouldn't travel far enough for the fuses to be armed. That's
what that little propeller does.

Ricky