Comments on: Behind the Stearman roll-over at DCA

By: falastiniah.com

falastiniah.com — Sun, 16 Dec 2012 10:40:53 +0000

First of all I want to say wonderful blog!
I had a quick question in which I’d like to ask if you don’t mind.
I was curious to find out how you center yourself and clear
your mind prior to writing. I have had trouble clearing my thoughts
in getting my ideas out. I truly do take pleasure
in writing but it just seems like the first 10 to
15 minutes are usually wasted just trying to figure out how to begin.

Any suggestions or tips? Cheers!

By: Wendell Levister

Wendell Levister — Mon, 14 Jun 2010 21:33:39 +0000

Having lived and flown various aircraft in the Republic of Honduras, I ferried Stearman aircraft (P&W 985 450 H.P & P&W 1320 620 H.P.) between Tegucigalpa, Honduras and Guatemala City, Guatemala for a great guy, George Byron Alder, who was contracted to spray banana plantations for United Fruit, and cotton fields for Honduran and Guatemalan cotton growers. They are great aircraft, and with those horse powers, when empty as I ferried them, they {leaped} off of the runway.

It is obvious to me that the brakes were on when that pilot landed at Washington. In view of the fact that on takeoff from where he originated, the brakes were not on, otherwise he would not have effected the takeoff. For some reason or other, the brakes were applied while in flight or landing. Only the pilot knows.

By: Sam Sharp

Sam Sharp — Mon, 14 Jun 2010 18:41:08 +0000

This is an example of why I never land an airplane when there’s an audience. I can always blame it on; “There was a wind gust”. “A coyote ran out in front of me”. “An un-authorized Jeep missed the taxiway and I swerved to miss him”. And my all time favorite; “The front passenger barfed, and it fouled my goggles”.

That’s why I always carry a can of cream of mushroom soup in my flight bag for such emergencies.

By: Steve Hudson

Steve Hudson — Mon, 14 Jun 2010 17:18:23 +0000

Ex crop Duster
The only way to salvage a locked up brake situation is to apply full power,pull back on the stick to relieve the weight on the tires and take off then 3 point on the grass and keep the stick all the way back until the airplane comes to a stop.
Any time you are using maximum braking you have to compensate with back pressure on the stick to prevent the plane from nosing over.

By: Laura Hoover

Laura Hoover — Sat, 12 Jun 2010 00:23:52 +0000

Mike Treschel is based at KHWY which has a paved runway. We are also based there and have watched him land dozens of times, often in gusty crosswinds. His landings are impeccable. It was obvious from the video that at least the left brake was locked up and the wind wasn’t an issue.

By: John Trail

John Trail — Fri, 11 Jun 2010 16:30:49 +0000

I flew a 450 Stearman duster with a brake problem, the brakes would lock up anytime they were used, had to pull the airplane backward to release them. Luckily, we were able to fix the problem before there was an accident.
I was great fun- flying the plane, not the brake problem.

By: bill tosheff

bill tosheff — Fri, 11 Jun 2010 13:45:36 +0000

NAW…..Correction… a 200 HP.tail dragger……not 20ho ooooops, another senior moment.

By: bill tosheff

bill tosheff — Fri, 11 Jun 2010 13:43:58 +0000

Am I losing it? I had a Sterman in 1951, Bloomington, Indiana. A 20 hp- stressed to 12 g’s. Why can’t I remember if I COULD locl the brakes….maybe toe ones………….help , I’m having a sebior moment at 84.

By: Craig Smith

Craig Smith — Fri, 11 Jun 2010 12:36:50 +0000

Looks like the brakes were on, to me. I did it myself once. In a tricycle gear plane, it’s a wake up call. In a tail dragger, it’s a disaster.
Could perhaps the passenger unwittingly have activated the brakes somehow?