Author Topic: "Tower, need immediate clearance for landing...." (Read 571 times)

midnight Target · « **Reply #15 on:** March 21, 2002, 12:22:01 PM »

LOL, thats easy.

In case you want to land the sucker with one wing at 290knots.

Ripsnort · « **Reply #16 on:** March 21, 2002, 12:27:21 PM »

Quote

Originally posted by midnight Target
LOL, thats easy.

In case you want to land the sucker with one wing at 290knots.

Fug that! Eject Eject Eject!

AKDejaVu · « **Reply #17 on:** March 21, 2002, 12:59:57 PM »

Quote

Originally posted by Ripsnort

Rgr, thks, learn something new every day! Now I'm trying to figure why you'd need an arrestor hook on an F15, its land-based (and the arrestor wires at land-based runways are for Navy practice!)

The arrester hooks are for emergencies Rip... I have never seen a navy plane practice traps at an Air Force base.

The times I saw the F-111s use it were when gear either didn't come down or it locked partially up. Most of the time, when there is a serious incident, they'll take it just because there's a greater chance of something else happening as the plane rolls down the runway than if it just sits there. No need to ris a hot brake scenario if it can be avoided.

AKDejaVu

Ripsnort · « **Reply #18 on:** March 21, 2002, 01:12:07 PM »

Okay, that would make sense. Wonder if that Israeli plane was an early A model? Guessing it was because I just talked to a St.Louis engineer and he laughed when I asked if the F15 had an arrestor hook.

Hortlund · « **Reply #19 on:** March 21, 2002, 01:23:39 PM »

Quote

The radio started to deliver calls saying that the Skyhawk pilot has ejected, and I understood that the fire ball was the Skyhawk, that exploded, and the pilot was ejected automatically.

[/b]

Can someone explain this quote for me? Its from Midnight targets link. What is that automatic system, how does it work and what triggers it? I've never heard about that before, does more airforces have such a system?

Wmaker · « **Reply #20 on:** March 21, 2002, 03:35:14 PM »

Hortlund,

Explosion probably triggered ejection seat's explosive charge. This happened to Finnish Air Force Saab Draken that crashed short of the runway at Jyväskylä airport. The pilot of the Draken of course died from the initial impact of the crash and at the same time ejection seat's charges were ignited by the impact. It took some time for the accident investigation board to figure out why the pilot was found under the plane remains with parachute deployed...

Hortlund · « **Reply #21 on:** March 21, 2002, 03:56:40 PM »

Oh, ok then I get it.
On a similar note, a Swedish JA 37 Viggen had a catapult malfunction (either that or a suicide) where the catapult went off while the aircraft was being towed in an underground hangar. Shot the pilot right into teh concrete roof 5 m above the aircraft...

LtHans · « **Reply #22 on:** March 22, 2002, 04:21:51 AM »

RIPSNORT!!!!!!!!!!!

Got your attention?

OK, I first saw an arestor hook on a USAF Delta Dagger interceptor. Why do Airforce fighters have arestor hooks? Emergencies. Specifically in Alaska.

During the cold war we posted air defense units up north in Alaska and Canada. The North Pole is actually the shortest route for the USAF and the Red Airforce to nuke each other with bombers.

It also has lots of ice and snow. Ever land a plane on an icy runway and stop using only wheel brakes? It isn't pretty. Thus, the Airforce borrows technology from the Navy and uses arestor wires out on the runoff ends of the runways...just in case. Normally you never use them. But what if the fighter pilot can't stop on a windswept runways full of blowing snow? The USAF can NOT be stopped by the weather. Period. If it can be, the Russians could attack during a blizzard and our fighters couldn't get off the ground.

You also save machines and men during peace time, which is all the Cold War was.