#1 - Baaaaaaad.
#2 - Baaaaaaad.
#3 - That's what you call an emergency descent.  Fun to practice, but make sure you've got plenty of altitude to do it.

well with the first one i don't go that fast only 40knots.

Mazza wrote on Oct 4^th, 2007 at 2:29am:


= WAY WAY WAY too much pressure on the nose wheel = gear lock problems/bogey collapse/burst tire(s). Also, there may be the possibility of rupturing the braking/PSI system. For the first, you need to learn some patience. It might be hard, you are 11 (I am 13, however, I was quite patient back then - when I went for my first flight, I didn't pressure the instructor to roar down the taxiway to the active runway at full throttle). Even 40 knots is VERY bad - you should be staying under about 30 - 25 so as to avoid traffic and structures.

For your third comment...NO WAY should you be diving with full flaps, air brakes, maybe at 50% (really, you shouldn't be pitching down to the point that you need airbrakes to SERIOUSLY slow your descent).

All in all, I recommend you read through aircraft checklists, and get a feel for its limits, because, no offense, but if you were an airline captain, and I had to fly on your plane, I would get off immediately.

Those are vague questions that are aircraft/situation dependent... I can think of situations where there are "yes" answers to all three questions.

At the very least, you should specify the plane in question.

Mazza wrote on Oct 4^th, 2007 at 12:51am:


1. On a Taxi-way, this is VERY bad. Unless you're a Military pilot, and have to do a very high speed taxi for a scramble, then you should really never exceed 20kts in something like a 737, or larger planes. General Aviation should go even slower on taxi-ways.

2. Very bad. As mentioned before, this can cause serious damage to the nose-wheel. It's actually smarter to raise the nose a bit to help slow down, then place it lightly back down on the runway. This is called Aerodynamic braking, and all small military jets use this to help slow down, no matter how big or small the runway is.

3. This is called a "Tactical Landing" within the Military. C-130's and C-123's do it all the time, and I'm sure even larger aircraft such as a C-17 and C-5 could do it as well. However, in a commercial jet, you do not want to do this, no matter what. It will cause extreme discomfort to your passengers, as well as possible damage to the plane. Pulling up out of a steep dive will cause quite some G-Force, which can damage parts of the plane, especially the wings!

Mazza wrote on Oct 4^th, 2007 at 12:51am:


Sim

#1: Sounds like a great idea! 
#2: Absolutely!  Its call the wheel barrow braking technique!
#3: You will have a lot of fun with that.

Real

1-3

Non are things you want to do in real life if you enjoy living

Mazza wrote on Oct 4^th, 2007 at 12:51am:


I'm gonna go and try that in a 777...

okay guys here's something for the books...... when i talk about flying i mainly am referring to small acrobatic props and military jets and medium props if i'm talking about anything i'll metion what it is

Mazza wrote on Oct 7^th, 2007 at 6:15am:



In lighter nosewheel aircraft (some fighters like the Grippen are "small" but are heavy), you really should not try to force the nose down on the rollout.
The reason has less to do with aerodynamics than with leverage.
An airplane with a nosewheel has a CG that is ahead of the main wheels. So if you force the nose down, that mass will start to pivot forward with the nosewheel as a fulcrum instead of the mains. Even if the nosewheel stops completely,  that mass wants to keep coming forward. Right? It's a problem with a lighter plane because there is not enough weight to keep the tail down, but enough to start moving up around that pivot point.
  So now the airplane is not keeping itself straight on the rollout as any good "trike" should when the fixed mains have touched down aligned with the runway... it's mostly on that one wheel, a wheel which can pivot.
  This can be a  bad thing.
Smaller trikes can easily "wheelbarrow", which often means a trip off the side of the runway, because the ailerons and rudder are useless at that speed, and the plane will not steer well with all of its weight on the nosewheel.  Or even most of its weight.
Assuming the nosewheel doesn't collapse, often taking the engine mount with it... it's usually not made to take that kind of force.

Bottom line here is: the nosewheel is not the desired fulcrum.

  As you roll out, you want to use "up" elevator to use as much of that weight aft of the mains as you can to keep the mains glued to the runway, balanced with the weight forward of the mains, and use the bottom of the wings for drag until the nosewheel comes down (or is put down- some trikes need nosewheel steering earlier than others).

Or so it seems to me...