by MQ4188 » Thu Jan 27, 2005 12:10 pm
I'll only try to answer the last two.
#4
In the DC-9 fly the intended route advising Airline Ops of the situation on the way to get the specifics and A&P expert advice for a single wheeled nosewheel landing. Prepare to dump or deplete as much fuel as possible prior to landing.
Land as near to stall as possible, holding the nose wheel in "hot-dog" style as long as possible to bleed off speed. Lower the nosewheel as gently as possible and make sure the nose wheel is on the centerline and straight when you lower the nose onto the nose-wheel. Pray that the single tire/wheel withstands the jolt. Keep the aircraft on the centerline. STAY OFF THE TILLER!!!! The tire weight rating of the single tire is going to be over max rating and will probably blow. If you get lucky and the tire doesn't blow then the side-stresses placed on the tire in anything other than a normal direction, will blow it. Apply equal amount to pressure on the brakes to stay as straight as possible and keep the reversers deployed until 45 kts indicated. Pray AGAIN!!!!
#5
I'm not certain of the importance of the turbulence with the issue of fuel depletion and fog, but I digress. If turbulence(I'm assuming moderate to severe), may play havoc with a missed approach nearby, I would divert to BWI, or IAD, or possibly a military field such as Dover, DE (a C-5 base) if it becomes an emergency. I want 10,000 ft. of runway if I can get it.
If the aircraft is CAT III rated and you feel lucky CAT III with autoland with the longest runway possible. Autoland will land at 0/0 conditions, although you may be handing the FAA your ATP ticket when exiting the aircraft.
