Wow - heard on the air... (long)

Would you admit on the air that you took off knowing that there was an item
of no-go equipment that didn't work?

No such admission is necessary. Equipment problems can develop or be
discovered during flight, including brake problems that showed up during
the takeoff roll but at a point where lifting the nose was reasonable.

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

Jose wrote:

Equipment problems can develop or be
discovered during flight, including brake problems that showed up during
the takeoff roll but at a point where lifting the nose was reasonable.

How does one discover a brake problem during the take-off roll?

--
Peter
























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RST Engineering wrote:
Would you admit on the air that you took off knowing that there was an item
of no-go equipment that didn't work?


Bingo. Can you say "Part 135"?

The brake failed in Shelby at around 0100 when I made my pickup of auto parts.
I still had to fly to Cleveland and then back to Charlotte. Our maintenance
facility was in Charlotte. So was my home. It wasn't too difficult to figure
out what to do.

Hell, my employer expected us to continue flying to our destination with one
engine out if it was less than an hour's flying time. He sure as hell didn't
want me to sit on my ass waiting for a brake repair 500 miles from home.



--
Mortimer Schnerd, RN

VE

Jose wrote:
One exception: I was flying back to Charlotte in a C-402 one morning with
only one brake. The controller keep after me to keep the speed up.

Did you try telling the controller "unable due to equipment problems"?



Sure... right after I rolled by the turnoff. Frankly, if I'd been allowed to
make my approach at normal speeds I probably would have made it. The controller
dumped me off 1/2 mile from the approach end of the runway still at cruise
speed. It served him right. If it was that big of a problem, he should have
put me behind the USAirways jet; I wouldn't have complained. Charlotte wasn't
busy at that time of day and I was home.




--
Mortimer Schnerd, RN

VE

Margy wrote:

I learned very early how
to bring a 172 to the numbers at 120k (yes, it can be done at full
throttle with the nose pushed over) and get off on the first high speed.

My old Maule would've needed a JATO unit to land at that speed.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

How does one discover a brake problem during the take-off roll?

The plane pulls to the right as you near takeoff speed. In any case,
you don't have to say it's a brake problem, just an equipment problem.

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

Jose wrote:

How does one discover a brake problem during the take-off roll?

The plane pulls to the right as you near takeoff speed. In any case,
you don't have to say it's a brake problem, just an equipment problem.

Y'all must all have long runways to be playing with brakes during the
takeoff phase. I slide my feet back a bit and just use the rudder to
make sure I'm not holding the aviate part back...

Y'all must all have long runways to be playing with brakes during the takeoff phase. I slide my feet back a bit and just use the rudder to make sure I'm not holding the aviate part back...

I was imagining a situation where the brake applied itself. Other
situations would be that a hydraulic problem is discovered in flight,
something goes "clunk, clatter" upon retraction of landing gear or when
applying the brakes prior to retraction, there are also the unexpected
things that can go wrong and warrant "UNABLE" to the controller who
wants a high speed landing and an immediate turnoff.

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

Actually, I can bring my Maule down an ILS at 115+ knots. Flaps in
negative (that's the key), low cruise power (about 2400rpm fixed pitch
before applying flaps), produces about 4-500 fpm and 115 knots. Just
keep the power below redline. Minimal trim changes required due to the
flaps. I fly vectors at cruise then just reflex the flaps when hitting
the slope.

It would be really awkward doing it without the reflex flaps. Lots of
trim required and a very bouyant aircraft with all that high lift wing.

The critical words here are "to the numbers". Actually, I start
chopping, triming and flapping at dh and still make an early turnoff.

BTW, my Maule cruises at 114knots at 2600 rpm, flaps normal. The only
thing limiting a faster descent down the slope is engine redline.

George Patterson wrote:
Margy wrote:


I learned very early how to bring a 172 to the numbers at 120k (yes,
it can be done at full throttle with the nose pushed over) and get off
on the first high speed.


My old Maule would've needed a JATO unit to land at that speed.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

Jose wrote:

who
wants a high speed landing and an immediate turnoff.


As I read the original post, the controller only specified a high speed
approach at first. That was quite do-able, so why would the pilot claim
"unable".

It's the combination, as you note, that's a problem. But the pilot didn't
know about the immediate turnoff until much later.

- Andrew