bigfatdaddy

Yeah ya did

USMCFLYR

Then let me clear up my poor communication and/or both of your misunderstanding of my post.

I said:
The question was would I declare an emergency.
The first sentence is sort of an answer - like 'why would I do something you ask?....because.....'

The second sentence states why I think it is important.
If you are unable to operate your aircraft in the normal manner then you should probably declare an emergency.

bigfatdaddy

Poor communication on you part

USMCFLYR

Yes..... I'm sure that is all it was
Keep trying.
It gets easier with practice.

bigfatdaddy

Yes I misspelled your....nice catch. Probably the most worthwhile thing you have posted. Do us a favor and hang out in the FAA chat rooms. We don't mind you when you are non-existant

USMCFLYR

That is a nice try at a dig and I wasn't even pointing that mistype out.
Do you have more to share?

It is ok for you to admit that you misunderstood a post and then made a mistake by posting a reply.
A little 'oh....my mistake' goes a long way towards not looking like a fool. I, at least, could admit that I might have communicated my intent better but I see that you are above admitting you might have miscomprehended my post.

You are certainly the bigger man on the internet tonight.

bigfatdaddy

Nothing to miscomprehend. You were wrong. As you have been many times in the past.

cactusmike

If I have a flight control failure and it affects the performance of the aircraft then I would declare the emergency.

If you are flying a jet you best be sure you don't have a performance penalty for landing distance. If you are flying an actual, real ILS because of weather and the runway is not absolutely dry then you should break off the approach and dig the performance book out. You may be surprised just how much runway you need.

Emergency calls are free, and the CFR guys are so freakin' bored they will love you big time for breaking up the reruns of the Springer show.

Flightcap

I can attest to that. Declared an emergency a couple of days ago for a landing gear extension problem (right main indicating unlocked), and landed at a busy class Charlie. The landing gear held and the aircraft rolled to a stop without assistance. Even so the ARFF guys looked like a bunch of grinning teenagers for the chance to drive around in their trucks. They weren't annoyed in the least at being called out for something that ended up being benign.

joepilot

On the primary aircraft that I flew prior to retirement, the speed increment to add for a no flap approach was 70 knots. At max legal landing weight the 30 flap Vref was 154 knots, so the approach speed would be 224+5 for calm winds, plus any other wind corrections. This is well above the tire limit speed for the aircraft. Even with a max passenger load with minimum fuel, the 30 flap Vref would be 141 Knots, giving an approach speed of 211+5, still well above tire limit speed unless there is a really big headwind.

A no flap land with max braking and max reversing is calculated to take more than 9,000" at sea level, and more than 11,000" at Denver. This speed guarantees molten brakes, tire fuse plugs blowing, and probable brake fire. There is a good chance of blown tires, departing the runway, and an aircraft evacuation down the slides.

Should I declare an emergency? Well, let me think about that.

Joe