Nose gear put down, how?

[elite marksman]

What seems to work for me is to come in very slow, about stall+15 with full flaps, gently push the nose over until it hits the ground, then reverse thrust, spoilers, wheelbrakes, and push the sitck all the way forward. It works for me most of the time, unless you have an engine faliure, then as soon as your on the ground kill the same number of engines on the opposite side of the plane so you can keep her straight.

[EGNX]

Seriously, did you get the point of the post? Just so you don't think I'm a total idiot, who thinks a 747 captains favorite thing to do, is to slam one single part of the gear down on the runway at 5000 feet pr min.

Yes.  

[beefhole]

with a aoa of about 10% touch down on the right wheels and the quickly but carefully put down the left wheel. mark that the left wheels should only be about 1' of the ground as the right wheels are on the ground keeping the nose wheel up at 10%.

Assuming you mean nose up 10 degrees, that's too much.  Just about every commercial jet tail strikes between 9-11 degrees.

And I'm confused about the second part.  The only time it is acceptable to land like that is during a crosswind landing, putting one wheel down first isn't normal (or proper) procedure.

[Midnight_LS1]

[quote]
Assuming you mean nose up 10 degrees, that's too much.

[vt6]

meaning no disrespect to "beefhole" but i have around 4500 hours in single engine aircraft and many more in other types (real aircraft) but if you read carefully i do say "depending on the aircraft" if you have never been through any type of flight training it is hard to say what is what but for those that have they might find me right.
agian no disrespect but i do fly and i do know what i am talking about and for heavy the procedures do realy change besuce the air craft should be brought down slow and smooth. i understand that it is your place or some what your place to argue my piont negitively but tis it is your place to try to understand my piont. even more so if you do have as many hours as i do in real aircraft.

thanks

[Calb]

I was wrong!!!

I checked with a friend who has 20,000+ hrs who flew heavies for WardAir, Canadian Airlines & finally, Air Canada.

Reverse thrust and/or braking CAN be applied with the nosewheel still in the air and even at landing speeds, the pilot has enough elevator to quiety lower it.

He also pointed out some limitations:

- Reversers will not activate until the mainwheel "squat switch" is compressed.

- no more than idle thrust is available until the reverser hydraulic cycle completes (they're fully deployed)

- like spoilers, brakes are locked out until mainwheel spin-up.

- as I'm sure most of you know, the effectiveness of reverse thrust diminishes rapidly as speed decays.

- brakes are not normally used until speed has dimished. They got hot very quickly.

He points out that most of the time reverse thrust and braking are being applied after the nosewheel is down but not always.

Cal (CYXX)

[Midnight_LS1]

On the 737's (737-500 I think) the reverse thrust can be deployed below 10 ft radio altitmeter.

This was due to the Southwest accident that hit the gas station after running off the runway due to slow deployment of reverse thrust, it was contributed to the accident but not the cause of it.

[beefhole]

It is in a C172 private pilot training.

I have 38 hours in a 172.

It doesn't matter what airplane you fly, you only put one wheel down in a crosswind situation.

vt6, your "experience" (I'll ignore the fact you type like a 12 year old and give you the benefit of the doubt) doesn't really change the fact that nose up 10 degrees is too much.  That's not arguable.  It's fact.  Instead of asking me to understand your position because of your experience, how about you address the contents of my post directly.

Calb, those squat switches that you mentioned are one of the reasons you rarely see a truly light touchdown by a commercial jet-the touchdown needs to be firm enough to activate the squat switches.

[TacitBlue]

Puting down the nose gear? try calling it names, or make fun of its weight, or simply give it the finger.... Oh you mean landing. Yeah, beef is right about puting one wheel down first in a crosswind. I did that for the first time last weekend (real Cessna).

[beefhole]

Yes, he was wrong.

Stop throwing around how many hours of experience people have, it doesn't change the fact that you land on two wheels in a normal landing, no matter what aircraft.  There's no pilot (besides perhaps your instructor) who will tell you different.

Landing on one wheel all the time will overstress the frame at a much, much faster rate.  Not to mention that it's very tricky (and somewhat dangerous) to do in a non-crosswind situation.

Hence, why you land on two wheels for a normal landing.  There's no concievable reason to do otherwise.  End of story.