Hi Dave,Just thinking about the Dimona's behaviour in a severe groundloop.
Agree that immediately after touchdown wouldn't be the best time to initiate
the groundloop, but I think I'd be comfortable commencing one soon after.
The H36 is built like the proverbial Sydney Harbour Bridge. My understanding is
that it rarely (if ever) goes up on its nose or over on its back in mishandled
landing accidents. The airworthiness guys might like to comment on this. When
you think about the loads in a groundloop these are towards the outer wing and
downwards. Slamming the outer wing down isn't what I'm proposing but once
getting it down and then holding down firmly while applying full opposite
rudder. The undercarriage bow would probably hold up throughout albeit with
damage and partial removal as the rod ends distorted/failed. During a grounloop
its surprising just how slow the action seems as you dissipate energy even
though it isn't that slow.
If the pilot assesses that they still have a couple of minutes before being
consumed by fire then hold off maybe but I would rather suffer a fracture or
cuts than burn or be overcome by toxic fumes.
We flew a fellow the other day who was in management with Peregrine when you
worked for them and knew you. He has a British accent and was responsible for
most of the continents excluding Antarctica. Will see if I can look up his name
but that description probably sound familiar.
Best Regards
Laurie
On Friday, 15 February 2019, 10:42:00 am AEDT, David McGonigal
<[email protected]> wrote:
Laurie,
On first thought the ground loop is tempting. But I’d probably want to take out
“extreme” - the last thing you’d want would be for the aircraft to dig in and
tip forward (propelling you into the most likely fire source) or, worse, flip,
leaving you trapped underneath a burning aircraft.
Best wishes,
David
David McGonigal
101/1-3 Banksia Rd
Bellevue Hill
NSW 2023, Australia
Mobile: 0416 151 239
Skype: davidmcgonigal
www.davidmcgonigal.com.au
[email protected]
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