well ok here are two questions for you all!!!?

Question

1st. If you put a more efficent, higher power engine on an existing airframe, does the Vne speed increase? I know the Vne is based on the airframe, but if you add an engine of equal or lesser weight, and it puts out more power, would not the Vne be adjusted for the new power plant?
2. If you are rotating off the deck, and you are airborne and the gear does NOT retract, what are your options? ( I have actually not seen this asked) do you merely enter the landing pattern, or can you continue to your destination and re-cycle the gear on the way? Oh and to make it harder, what if you only get two green lights and one red? but the tower states "looks like they are all retracted"?
Your next move?
Hey, got to keep you all interested, and I have 10 sick kids in the rear, that need to get to the only hospital at the end of this flight..and CNN is on board. (filming)... and the doctor ate the fish..

Answer 1

1. Most unlikely. Vne is based on drag and that won't have changed. Small changes in engine weight won't have any significant effect on airframe loading. When China Airlines 006 had an overspeed incident they pulled bits of the tail surface off.

2. For a passanger flight, a revenue flight, you are going to have to land back at the field because they won't want you getting far away with an unserviceable aircraft. Once the ground crew have determined what the issue is they may lock everthing and have it flown home with fixed gear and no members of the public. Aircraft have been flown all over with no passangers or cargo and serious safety issues, one I remember had kinked at the front door on a nose wheel first landing and was ferried across Britain under 5,000 feet with the door held shut with packing straps.

You get greens for down, reds in transit and nothing when up. If one didn't lock up then you run the risk of it dropping out at an unfortunate moment, so you can't fly fast for fear of losing at least the undercarriage door and maybe everything. So regardless of what the tower says you have to go through the procedures and then, if they don't work, land back where you came from.

Answer 2

1) VNE also has structural consdiderations so a new engine may or may not necesarily change VNE. There is only so much stress and 'G' a particular airframe can take

2) It depends. Most of the time you ciruit to land. But one of my colleagues was told to fly the aircraft back to base with wheels down as a ferry flight so it could go for maintainence.

In your other situation, if all are up even though the indications say 2 greens, you abort the landing and enter a hold. Do the QRH gear procedures and hopefully all will be solved. If not a belly or partial belly landing is on the cards

Answer 3

1. Mark got VNE part right so..
2. Gear question? I have had all the above …. If it is stuck down, you may chose to continue. In a light twin, if you loose an engine with the gear down, you may NOT have the ability to maintain level flight so that is another point if you consider flying to some other airport. Also, your cruise performance and fuel consumption are compromised AND, you almost certainly have a maximum speed with the gear extended. If the gear is stuck in transit, you just don’t know where it is until you perform the emergency extension. It will likely come down then and you may still get green indicators. Two out of 3 green? Well, switch indicator bulbs. If that doesn’t help ask the tower (if there is one) what they look like. If one main is really UP … put the other one up too. If the nose is up and the mains down – leave ‘em down. Oh, and most non-military airplanes don’t have ‘pins’ in the gear with pennants attached to them when the airplane is on the ground.
3. huh?

Answer 4

1. No, Vne is calculated based on the airspeed at which the force differential between different parts of the airframe causes structural failure. At whatever speed that happens for a certain aircraft, Vne is set to a certain percentage of that airspeed to allow for a safety margin determined by the FAA based on various factors such as utility, etc. That airspeed remains the same regardless of the power plant in use.

2. Ultimately the decision is up to the PIC (pilot in command), as always, however the only sensible thing to do would be to return to base and land immediately, and there are probably airline-instituted protocols requiring this.

Same applies for any number of non-standard indications because continuing the flight may exacerbate a survivable problem into a non-survivable one (e.g. exposure to lower pressure and temperature may interact with a mechanical problem that caused the non-standard indication and thereby cause the gear extension to fail upon descent for landing at the destination).

Answer 5

Vne is an IAS based on an airspeed at which wing, tail, or control surfaces flutter uncontrollably. Vne is less than that speed. (Also, that flutter occurs at a specific TAS, not an IAS). Changing the power doesn't necessarily change the Vne.

If the gear stays down, leave it down. Land or continue. If the gear is stuck in transit, consider the checklist. Two green lights indicates two are down, regardless of the gear handle position. The red light indicates that one is not in the position selected. The tower might well be looking at some other aircraft. If you have to land gear up do it on pavement. Don't request foam.

Answer 6

The plane may rotate faster with a increased engine, and the 2nd question, 2 green, depends on the aircraft your flying
whether a gear is really down or not. but with 10 sick kids and cnn on board id guess you better git r down

Answer 7

2) Next time, make sure that the gear pins (ya know, those funny little metal things with: "REMOVE BEFORE FLIGHT" pennants attached to 'em) are actually removed from the gear and stowed properly.