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"Severe weather hits Britain"
Run the news video and wait until the second half and watch the BAC146 taking off! very good piece of flying, although why he was allowed to take off in that side wind I don't know.
Peter
-- Peter & Rita Forbes Email: snipped-for-privacy@easynet.co.uk Web:
The way the 146 was crabbing it was almost full left rudder, he was sideways before he left the ground.
Yup, saw it too - very impressed - buy that pilot a drink ! First thought was good flying, next what it what like to be on board, then I wondered about landing being harder than taking off (going by my limited experience of flight simulator !).
I thought he was probably a little outside the normal envelope, but maybe he was hit by a squall after a quiet patch and then it was fly or die.
Steve
Yup, saw it too - very impressed - buy that pilot a drink ! First thought was good flying, next what it what like to be on board, then I wondered about landing being harder than taking off (going by my limited experience of flight simulator !).
I thought he was probably a little outside the normal envelope, but maybe he was hit by a squall after a quiet patch and then it was fly or die.
Steve
It looked like a perfectly normal cross wind take off to me. These aircraft can accept up to 30 knots cross wind square on to them. Looking at his crab angle after lift off I would think that the wind was less than that!
regards
Ian
For the 146, the max _demonstrated_ cross wind component for landing (assuming dry runway etc) is 30Kts, note this is demonstrated and not a certified limit, a pilot may fly in conditions beyond this. Also note that the figure is for landing and not take-off. There is no demonstrated maximum for take-off at all, just a blanket ban on aircraft movement on the ground at winds above 50 Kits, (IRC) thus you can't get to the end of the runway to take-off!
The 146 is a good aeroplane in a cross wind. Take-off is quite easy, you need lots of rudder to keep straight on the runway, (no nosewheel steering possible from the rudder pedals) into wind aileron throughout the roll, as you pull it off the ground the natural weathercocking tendency will point the nose into wind, and thus allow the initial track of the plane to follow the extended runway centreline.
Julian (1600 hours 146-200) Maybe I'll help with an on-topic post one day!
When I saw it on the news, I clapped!
A friend flying into Bristol as a passenger in a high wing Fokker on Thursday (I think) said it took two goes to get down as the aircraft was very keen to keep on flying, possibly as a glider if needs be. Apparently there were those on the flight who considered that screaming would help & it was all a bit nerve-wracking for the infrequent flyer.
Regards,
Kim Siddorn
Don't worry about it. It's good to have a broad knowledge base in this group otherwise we would have exhausted the limited topic of stationary engines some time ago.
John
I've got a Lister D and a CS, so I'm not a fake!
Julian.
Probably their combined weight would keep a 146 firmly rooted to the ground!
John's right, though. We only pretend its a stationary engine newsgroup so we can talk about engines of any kind and the results of using same. ;o)) Must be popular, 'cos here we all are .........
Regards,
Kim Siddorn
Have a look at these crosswind landings - hats off to the aviators!
They were just side slipping to loose height :-)) the 747 and 777 were obviously testing the planes limits as they were marked up pre production aircraft.
Martin P
Hell my engine's stationary ............... It's bolted to the chassis of my car !!!!!!!!!!!!!
I've been to Pisa many times. If you come in over the sea (normal direction) air traffic generally clear you direct to a point about 4 miles out on final approach, (they don't seem to use their approach radar) the trouble is that from the normal arrival direction you have to make a 90 degree turn onto finals. Clearly that won't happen smoothly, (turn radius is a mile or so) so they leave it up to you to effectively create your own little procedure to arrive at the correct point, and pointing in about the correct direction. I generally create another waypoint in the computer about 6 miles out and offset to effectively make it two smaller turns. Also, they generally leave you high due to military traffic, thus increasing workload to the point of one arm paper hangers! Italian air traffic control are a (sometimes welcome) law unto themselves! Chances are it was nothing to do with aerobatics - just trying hard to get on final approach!
The mountains get in the way of landing in the other direction, a complicated procedure keeps you away from the hard stuff. Landing on this end is only attempted when the weather dictates.
Julian.
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