http://voices.washingtonpost.com/local-breaking-news/dc/vintage-airplane-crashes-at-na.html?hpid=moreheadlines includes video - nosed right over
heals on the floor, unless heal brakes? I think you are right, but looks like some of my tail low wheel landings where after touch down I lock the stick forward to get tail straight. this one just kept going though.
The Stearman has toe brakes on the rudder pedals and sometimes a tense pilot will inadvertently be pressing on BOTH rudder pedals and some times also the brakes. I have seen this happen before but fortunately it was on the grass shoulder and as the skidding started the pilot got off the brakes and the tail came down. What a shame to have it happen in front of the whole world.
The elevator will become ineffective before the prop can strike (if the wheels are on the ground). The pilot almost seems like he has done it before. I know I would have said S$%#. Who wouldn't? dave
Smoke from both tires locking up at touchdown indicates to me that both brakes were applied and this will nose the airplane over. You can easily put a Stearman on its prop with moderate power and a lazy stick (not all the way back).
Interesting. I've flown a stearman but I did not experiment with that. I suppose the pull from the prop and inertia could bring it over but most tailwheel airplanes won't strike the prop because the angle of attack on the horizontal stab becomes negative before it can lift the tail high enough. At least that is what I have been told. Not one of those things you really want to test. I'll definitly trust you on this. Dave
In a Stearman, do both the pilot and passenger seats have rudder pedals? Is it possible the reporter who was going along for the ride had his feet on the brakes?!
My comment on nosing a Stearman PT-13/17 over refers to taxiing and parking...low speed. I was trained to keep the " stick in the gut" until the engine isn't turning anymore. I have seen more than one PT-17 stood on its front feet when the brakes were popped without up elevator when the engine was running at more than idle. That airplane has a powerful symmetrical section horizontal tail to sustain inverted flight in an airplane that would rather fly rightside up. I was thinking back that even the Model 70, the progenitor of the PT-13/17, had toe brakes.
Now that you mention it, I have seen a few airshows where Stearman pilots taxi out, hold in position, and then take off with the tail in the air the enitre time. I would think you need a lot of power, a high lift tail, and good brakes to pull that off. Dave
I think that is foolishness and unnecessary even during an air show. Begging for an incident. Even though we did some crazy stuff in our airshow act it had all been figured out and the unknowns eliminated. I saw on the news tonight their towing in the airplane after it was up-righted so the brakes were not " mechanically" locked up prior to the landing. I think somebody's feet were on the brakes and normally there are brakes in both front and rear positions. You can fly the airplane from either position. I preferred to fly solo from the rear due to nose - over if the brakes were applied too heavily. Man, how I love that airplane.
2 same. Even in a Champ. That said, I rarely if ever criticize anyone anymore unless they are intentionally being a silly poop or dangerous; This old guy just tries objectively to learn or re-learn the applicable lesson that is on display for all to see and move on. Aviation can humble you in a heartbeat.
Yes, I've been there a few times. The only time to taxi with the stick forward is when you have a good tailwind. I saw a Champ in Florida ( speaking of them) stick back, flipped on its back after being lifted 5 feet off the ground by a good gust. So one must think when he is flying or taxiing.
As my dad likes to say. "There are two types of pilots. Those who have bent metal and those who will." Dave
Article in the paper this morning about the Stearman incident and the pilot admitted " tapping the brakes after touchdown". It was always said that there are two types of Stearman pilots, Those who have ground looped it and those who are going to. I would hate to have to pay for the repairs to that airplane...prop,engine,struts, upper wing, tail, and unknowns in the fuselage.
I think stick in the gut you aren't talking about this incident. On a wheel landing you actually go forward with the stick after touchdown like he did. You also don't want to put the tail down (stick in your gut) too quick going that fast or you'll risk a ground loop. Good analysis to pick out riding the brakes or tap as the cause.
They are indeed a tough bird. Designed for rough treatment at the hands of student pilots. Capable of 13G positive and negative. You can hang an R1340 on it without any structural beef-up other than the front end mounts. That's why young fools like I was could survive trying things in them. One of the greatest airplanes ever.
Rob, I agree with your comments and I got to thinking about technique. There are times when doing a wheel landing that you are lucky enough to hit that elusive sweet spot where you have almost arrested the rate of descent and are floating along with enough of an angle of attack and all that you have to do is to stay right there and listen to the wheels chirp. No forward stick required except with an airplane like the Cub, Champ, and particularly one of the Cessnas with the spring steel landing gears which will do just that, spring you back into the air. I have found that these airplanes have to be forced to stay on the deck in a wheelie. I was taught to three-point the stiff-legged Stearman , " full stall landing", and then went to wheel landings. Once in a while I could make one of those " kiss on" wheelies. You should never come back on the stick when doing a two-pointer; neutral stick or a bit forward after wheels on.
You got me to think back a bit to one of my enjoyable landings. I was invited to take the left seat of a Lockheed Mod 12 and flew it from Spokane to Arlington, Wa. where I made the landing okay. I followed my habits and pushed forward after we touched down and the owner arrested my movement with the statement that there was no need to apply forward pressure," She's on ". So it depends on aircraft wing loading, a comfortable landing gear shock strut, and I suppose, flaps, and killing the lift quickly. I shot three or four more landings with it that day and the results were the same. Very sweet airplane. Sad to see that it was destroyed in Oshkosh.
Hardest part for me earning the tail wheel was the wheel landings. Learned in a Champ...my brain could not process pushing the stick forward, too afraid of a prop strike no matter what the instructor told me. Finally worked it out...good feeling.
I have had nothing more rewarding in aviation than greasing/chirping a wheel landing. well, maybe greasing/chirping a crosswind wheel landing on just one. the 3-pointers seem to be easier to get consistent, but I still prefer the wheel landings for the extra control.
No need to worry about a prop strike. You have to get the nose down prety far for that. Just think of flying the airplane onto the runway...gently.
