Jase T

 

16 minutes ago, kgwilson said:

I remember years ago listening to a radio recording between ATC & a pilot lost in cloud. ATC was trying to get the pilot to control the aircraft. The conversation started at a serious point but it developed quickly into panic. The  pilot kept screaming Mayday, Mayday, Mayday & ATC kept saying "You are in a spin RELEASE THE CONTROLS, RELEASE THE CONTROLS". This happened several times then silence. If he'd done that one thing he may still be around today.

Want the ultimate ATC tape for an emergency.. Canadian MU-2 ROM double engine failure in IMC 4000f/min ROD  gets within 100 feet of terrain!! Manages a restart saves the day and stays calm the entire time!!!! 2 part series. Its also a perfect example of ADM and resource management.

 

 

 

 

 

 

 

Break the stall... Reduce the AOA to less than the critical angle and keep it there.. Anything else you can deal with after that. Dont secondary stall with power! 

 

If It's spinning can I suggest you know the aircrafts recovery procedure.. Some are full forward some are neutral,  one I flew even had a white line on the panel, if it spun you put the stick to the white line..... I have done hundreds of intentional spins and I can say generally (assuming you are in C of G) if you just let the stick go it will end up not in a spin, it will end up in something you know how to get out of.. Roll to the nearest horizon and pull (carefully)..... 

2 hours ago, SplitS said:

Off The top of my head

The last few serious incidents.

Heck field Rotax failed to make enough power on takeoff

South east of Melbourne (I think) Rotax powered coolant leak into cabin crashed into tree's

Orange Rotax powered (we don't know what caused this one so it may not be the engine)

and this Foxbat Rotax power engine failure.

So while I was   I was also half serious. There seems to be a string of Rotax failures.

 

I remember doing some training in accident investigation and they raised some statistics. It turned out that at one point in time the R-22 was at the same time the most dangerous and the safest helicopter to fly in. If you simply looked at accidents resulting in serious or fatal injuries the R-22 featured in significantly more crashes than any other helicopter. I think it was more than twice number 2... But if you simply divided that number by the number of hours flown by type per crash it was by far the safest (excluding types with no accident history and small numbers or new types). The B-206 was in a similar boat... Remember there are lies, damned lies, and then statistics....

 

1 hour ago, facthunter said:

I don't think it's fair to expect Instructors to work for nothing They have costs too relating to keeping their qualifications.  Nev

Nor  should they be expected to work for nothing. Instructors have dedicated a lot of their time and money into obtaining and maintaining their qualifications. To work for nothing is to severely undervalue the worth and value of the qualification. You dont expect the plumber to clear a drain for nothing, you dont expect the LAME to work on the plane for nothing and you dont expect Jims mowing to clean up the garden for free. Why should we expect instructors to work for free or for next to nothing? If the cost of the instructor is going to mean you cant afford the flight training then it is entirely probable you won't be able to afford to remain recent / competent when you get the qualifications anyway. When I started instructing (in the 90's) junior instructors were expected to work for free to "Build experience" and even senior ones were paid bugger all. Like many I did charters for nothing, flew positioning flights for free and instructed for the cost of a hamburger!! Did I stay in that environment? Nope I moved out of it, so did many who were better or more experienced than me simply because they could pay their bills!! The industry lost a lot of experience and good people simply because they actually wanted to get paid a fair amount.  Its fair enough for those able to afford it to work for free (especially when supporting a cause or when trying to help a young person with a lot of dedication and potential) and I agree i am happy to not charge for an extended debrief or to help out in person or over the phone with questions for free it about building a relationship between students and instructors. But then again to each their own and if people are happy to work for the love of flying thats their prerogative.  

I have to say i love physics.

 

Watch and enjoy

 

 

 

 

You haven't lived until you have done night single engine IFR in actual.....

16 minutes ago, Garfly said:

Every flight begins and ends close to the stall.

Stall warning indicators (lights or horns) used to be considered important safety gear in GA aeroplanes.

ASIs are, themselves, rarely accurate at low speed and high AoA. But one needs to know the quirks of a given plane and its instrumentation.

AoA is better than airspeed as a stall warning. For a start, they're (usually) up on the dash, visible while looking out; their warnings are independent of aircraft weight. An ASI is not and therefore not as reliable.

There's no reason to believe that having an AoA display would encourage a pilot to fly near the limit (or the limits of his/her competence).  But there are times when being confident of actual lift reserves can save the day.

 

If nothing else the instrument serves as an educational device.

Agree completely and a good short field operator at the top of their game is great to watch. Watch some of them constantly moving then elevators to see how much they have left. It’s awesome to watch.  Personally I don’t fly enough anymore to have that level of confidence or motor skills.Once when I was doing it every day absolutely! These days I prefer a nice big buffer 1.4 VS as a min manoeuvring speed back to 1.3 over the fence. No need for a stall warning then it never gets close enough! But i can still appreciate a good set of hands and feet doing it well. 

You would want to be 100% confident in that indicator and it’s accuracy! As well as being right at the top of your flying game! That close to the stall requires a lot of recency, skill, and practice regardless of What’s installed on the dash! 

Ok this one is a bit of the wall. I have already flown 80%of the Australian coast line (not in one go but most of it below 1000' only bits of TAS and the top of WA I didn't do)  as well as most of PNG and every inch of Bougainville several times (are you a WW2 buff? thats the place to go!).

But the flight I always wanted to do was one I couldn't swindle the ADF paying for even though we were almost there a few times. I want to fly down to Maralinga. Find the old Emu field, and do a tour of the place. My father was seconded to the RAF from the RAAF down there when they were letting off the big ones. He has so many stories about life in the camp down there. About the "Australian ingenuity" that went into making it liveable within the "Very British" regulations they had to follow.  I want to fly down, have a good look around form the air, land and go over what's still there from the camp. It's odd I didn't get to considering I spent time at Woomera testing things that made much smallerler bangs!!!

VH-UQI according to the news

8 minutes ago, KRviator said:

There's actually a really interesting discussion going on over at PPRune at the moment regarding alternates and the question "Do you need an alternate if your destination does not have a TAF?"

 

My reading of the AIP is "yes, you do", but it's a ridiculous proposition - how many of us fly to airfields that no longer - or have never had - a TAF service? CAVU weather and you need an alternate - and that alternate cannot be an airport that itself requires an alternate, so you need to plan to somewhere that does have a TAF. WTF?!?

 

 

The kicker is the word "aerodrome" forecast. A GAF is not an aerodrome forecast, so we would, appear, to not be able to rely on the visibility or weather in the GAF when it comes to considering whether or not our destination is above the VFR Alternate Minima.

Which further complicates it if the only aerodrome with a TAF near you has active class C and you don’t meet the equipment / qualifications to fly in class c....

47 minutes ago, onetrack said:

 

 

As to terrorism and drones, it only takes a small number of disaffected individuals to purchase off-the-shelf Chinese drones and weaponise them, as we've already seen in the Middle East.

 

 

I am aware of several instances of the simple DJI phantom being modified to drop a grenade or IED.. Simple effective and targeted... Less then $2K total cost and can be deployed over 1KM away. 

Big breath in here folks.  Just think for a moment.. Is BRP selling enough Rotax engines to keep themselves afloat right now? Without military sales to back them up would they pull the pin in Rotax?

Did the power actually drop to 4800RPM? i.e. was there a commensurate performance drop? Looking at indicating system errors? Tell me about the fuel? Are you getting complete combustion or a reduction due to contamination or incorrect fuel? What was the EGT / CHT doing?

Something is reducing the amount of air you are getting at full suction. Do you have ducting that is collapsing? Oil or other body blocking an air filter? Out on a wing here as you didn't mention the environmental conditions... Inlet icing? 

10 hours ago, IBob said:

Okay, here's an easy one:

An aerial wildlife survey, undertaken in nil wind conditions, and which located a bear and several colonies of birds, where the pilot flew due east for 30 minutes, north for an hour, then south for an hour, returning to base.

What colour was the bear?

I was presented this question on pilots course  on a navigation exam as a "Bonus point" question..... I will leave it to those who haven't seen it before !!!

You used a paper map to plan the flight using a ruler and a blunt pencil.. You planned on a WAC and used a Wizz Wheel for the heading and GS calculations. Did you also allow one minute per 1000 feet of climb into your ETI based on a rule of thumb? In flight you used a GPS that was accurate to the second that it was looked at whereas your planning was based on an average for the entire leg... 

Glass houses and throwing stones.... Thats all I have to say about that....

With the cost and reliability of Sat Phones these days why would you even bother???? Have used HF A LOT over the years. Its nice and reliable and free to use but never seen a small lite set-up....

 

 

Will look for the links when i get home. But if you go to the FAA website (the us one) there are some awesome free books on there. Good POF and Met (but everything turns the wrong way), human factors etc.  all free to download.  

Hand operated brakes are a real PTA in my opinion. Manys the time I have asked a passenger to hold the stick all the way back for me while we taxi along so I can have 2 hands free for taxiing! But it is what it is! 

Its not just this guy. USAF report released yesterday on a recent F-35 crash shows 4 porpoises on landng before the flight control system gave up trying to help and the pilot had to punch out as the jet was pointing at the ground in full burner. He had full back stick, the fly by wire was giving full nose down!!!! Will post a video link when its available... Yes there was more to it, wrong auto throttle setting and landing 50kias too fast but it was still a basic porpoise that resulted in the loss of the jet!

 

Get a few good famil flights. They are sweet to fly very predictable but they are not just a big Cherokee. Landings are ok but no bounces or they porpoise well oh and the stall can really really bite you they like to drop a wing! 

This is actually an interesting video to watch and relevant here . AvWeb are always worth watching.

 

 

 

Folks.

 

I am working on a desk reference document that will include (as a very small part) a list of useful rules of thumb. By this I mean ones you can actually use or may find interesting. To this end I have compiled the following list. Who has others they actually use? Please feel free to add to the list of correct the ones i have. I am only interested in ones that will be relevant to RAAus type operations so won't need to find the Null in an ADF or know the crossing distance when overhead a DME or work out angle of bank for rate one turns etc etc.... 

 

General 

·      ONUS Overshoot North Undershoot South

·      SAND Apparent turn to South when Accelerating and North when Decelerating

·      Variation East magnetic least, Variation West magnetic best

·      The air is conditionally unstable if the temperature drops more than 2° per 1,000 feet on ascent

·      If the wind differs from the runway heading by 15 degrees, the crosswind component is 25% of the wind velocity. If the difference is 30 degrees, the crosswind is half of the reported wind speed. If the difference is 45-degrees the crosswind component is 75% of the overall wind speed. If the difference is 60 degrees or more assume the crosswind is the same as the total wind.

 

Take Off Performance

 

·      A 1°C change in temperature from ISA will increase or decrease the takeoff ground roll by 10%. 

·      Takeoff distance increases by 15% for each 1000′ DA (Density Altitude) above sea level 

·      A headwind of 10% takeoff speed will reduce ground roll by 20% 

·      A 10% change in aircraft weight will result in a 20% change in takeoff distance. 

·      The maximum crosswind component is approximately equal to 0.2 x Vs1 

·      Abort the takeoff if 70% of takeoff speed is not reached within 50% of the available runway. 

·      Available engine horsepower decreases 3% for each 1000’ of altitude above sea level. 

·      Fixed Pitch, Non turbo aircraft - Climb performance decreases 8% for each 1000’ DA above sea level. 

·      TAS increase 2% for each 1000’ in a climb. 

·      Standard temperature decreases 2° for each 1000’

 

Approach & Landing 

 

·      A 10% change in airspeed will cause a 20% change in stopping distance. 

·      A narrow runway may give the appearance of being longer, a wide runway may give the appearance of being short. 

·      A slippery or wet runway may increase your landing distance by 50%. 

·      Use Vso x 1.3 (Vref) for approach speed over the threshold. 

·      Plan to touchdown in the first ⅓ of the runway or go around. 

·      For each knot of airspeed above Vref, the touchdown point will be 30m further down the runway. 

·      For each 1000’ increase in field elevation above Sea Level, stopping distance increases by 4%. 

 

Flight Manoeuvres 

·      Use ½ the bank angle for the lead roll out heading. 
i.e 30° of bank angle Start roll out 15° before desired heading. 

·      To make a 6° change in heading, use a standard rate turn then immediately level the wings. To make a 3° change in heading use ½ standard rate turn. 

·      Maneuvering speed Va = 1.7 x Vs1 

·      Va decreases 1% for each 2% reduction in weight 

·      Vy decreases ½ to 1kt for each 1000’ DA 

·      Vy Vx and Vg (best glide) decrease ½ kt for each 100lbs (45KG) under MGW 

·      Vr = 1.15 x Vs 

·      TAS = IAS (kts) + FL/2 
eg:
    FL 300, IAS = 240 
    TAS = 240 + 150 = 390 Kts 

·      Best Cruise climb speed is the difference between Vx and Vy and add this to Vy. 
Eg Vx = 65, Vy 75 
Difference is 10kts 
10kts + Vy 75 =85Kts 

 

 

Climb Planning 

·      Add 1 minute to your flight plan ETE for every 1000′ climb to cruise altitude. 
Cruise altitude = 8000′ Time to add = 8 mins to ETE 

·      To find the Rate of Climb required (ROC) multiply the % gradient by the groundspeed. 
% Gradient = 3.3% 
Groundspeed = 120 Kts 
3.3 x 120 = 400fpm 

·      To find the Feet per Minute (FPM), multiply the gradient % by 60 
3.3 % Gradient x 60 
= 200 fpm 

 

Descent Planning 

·      One degree climb or descent angle closely equals 100’/ Nm. 
 

·      To determine the NM distance to start a 3° enroute descent. 
Divide the altitude to lose ( in Flight Levels) by 3. 
e.g. 
      Altitude to lose = 6,000 (FL 60) 
      60 / 3 = 20 nm to start descent 

·      For a 3° Rate of Descent (ROD) take half your groundspeed and add a zero. 
Descent Groundspeed. 
      120 x ½ = 60 
      600 fpm ROD