DC-3 belly landing in Anchorage 8 Dec 21
- Thread starter muskeg13
- Start date
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Airframes
Benevolens Magister
Smoothly done !
at6
1st Sergeant
I hope that it is repaired and returned to flight status.
The last C117 in the Navy belonged to Naval Air Development Center Warminster, right outside Philly, and I think this is her. We used to see her frequently in Key West because NADC worked with AirTEVron One (VX1) developing and testing ASW gear.
VX1's acoustic electronics lab was right next door to us, and they would "breadboard" and function test a proposed new circuit design, NADC would convert that into a pre-production prototype, then VX1 would flight test it. The old gal did a lot of trekking back and forth. The test flights usually required numerous observers to watch for and report unexpected phenomena, which bored the flight crew folks silly, so anybody who wanted to go for a ride was welcome if they were willing to play observer. I was willing.
This bird was a "Super DC3", a marketing flop by Douglas which just couldn't compete with cheap surplus C47s and C54s. It had the latest fire breathing, two stage, two speed, supercharged, intercooled, hi-octane, Wright 1820 engines, and had so much thrust it needed more stabilizer and rudder to keep its single engine VMC down to a reasonable number. Hence the tall tail. Still, it wasn't that much faster than a converted C47 with a "speed kit" installed, and WAY more expensive. Plus, those highly tweaked engines had their share of issues. I hate to think of running those things on 100LL.
I hope TN can swallow the cost of two engines, two props, and all the sheet metal work, so as to keep a legend alive.
VX1's acoustic electronics lab was right next door to us, and they would "breadboard" and function test a proposed new circuit design, NADC would convert that into a pre-production prototype, then VX1 would flight test it. The old gal did a lot of trekking back and forth. The test flights usually required numerous observers to watch for and report unexpected phenomena, which bored the flight crew folks silly, so anybody who wanted to go for a ride was welcome if they were willing to play observer. I was willing.
This bird was a "Super DC3", a marketing flop by Douglas which just couldn't compete with cheap surplus C47s and C54s. It had the latest fire breathing, two stage, two speed, supercharged, intercooled, hi-octane, Wright 1820 engines, and had so much thrust it needed more stabilizer and rudder to keep its single engine VMC down to a reasonable number. Hence the tall tail. Still, it wasn't that much faster than a converted C47 with a "speed kit" installed, and WAY more expensive. Plus, those highly tweaked engines had their share of issues. I hate to think of running those things on 100LL.
I hope TN can swallow the cost of two engines, two props, and all the sheet metal work, so as to keep a legend alive.
FLYBOYJ
"THE GREAT GAZOO"
I'd like to find out why he landed on the belly.
GrauGeist
Generalfeldmarschall zur Luftschiff Abteilung
Because it's easier than landing on it's back?
Ok..I wasn't wearing a coat, I'll take Terry's
Probably because his left leg was threatening to cramp and he didn't have the endurance to hold it straight while he pumped the gear down? Looked like #2 wasn't feathered??? So keeping it straight on a wheel landing (3-point would be below VMC) with near max power on #1, #2 windmilling, and a cramped left leg would be a losing proposition. The "rudder dance" would be wildly asymmetric and require extreme finesse to pull it off.
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Check out Juan Browne on the Blancolirio Channel. He's got a pretty good analysis. Probably performance limited.
special ed
1st Sergeant
- 4,847
- May 13, 2018
Prop tips on #1 bent forward showing engine providing power and #2 prop tips bent back due to no thrust or windmilling. This was discussed on another thread but this is best example on the same aircraft.
MiTasol
2nd Lieutenant
Nice landing - snow like water is a bitch and highly likely to dig in and tear gear doors off etc.
