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djpacro

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Posts posted by djpacro

    Ground Looping

    in Student Pilot & Further Learning

    Posted

    I recall that condition in a Pitts S2 intensely. . .AAAND at the same airfield Too !!. . .albeit in 1973. . . .

     

    Oddly enough,. . I didn't have a problem with the Pitts S1. . .?. . .less swing moment for lower passenger weight perhaps ?. . .dunno . . .not an Aero- Maths man. . .

     

    What landing gear did the S-1 have? Lockable tailwheel keeps it straight whereas the standard Maule with vague steering allowed the tail to swing. Spring main landing gear instead of bungees tamed the bouncing.

     

     

    Confidence in ATSB reports

    in Aircraft Incidents and Accidents

    Posted

    "If the pilot had selected some or full flap prior to or during the left turn, he would have been able to extend his glide distance further and reduce the aircraft’s stall speed, and potentially the aircraft’s speed at impact."

     

    He is not saying that the glide angle is better with flaps down.

     

    "However, given the location of the aircraft when he commenced the left turn, and the nature of the surrounding terrain, it is very unlikely that a collision with terrain could have been avoided."

     

    So extending the glide is insignificant compared to stalling and hitting the ground hard.

     

    "The aircraft was at about 60 ft (see GPS information) and had a groundspeed of about 124 kt (about 230 km/h)." .... "If full flap had been selected, the stall speeds would have been reduced by about 10 mph (9 kt) for the same bank angle." ... "Given the stall warning was intermittently sounding for the last 7 seconds, and the indicated airspeed decreased from 65 kt to 60 kt, it is very likely that the aircraft was close to the stall speed during this period. In the last 1–2 seconds, as the bank angle increased to about 60° and the indicated airspeed was about 60 kt, the aircraft may have entered the stall. The pilot’s use of left rudder in this period increased the potential to stall."

     

    "All of the options were likely to result in at least some level of damage and/or injury. However, with the benefit of hindsight and a detailed consideration of all the available information, the option likely to result in the least damage or injury was to land the aircraft ahead on the remainder of the beach (heading north)." Hindsight is for us to learn from.

     

    "Regardless of whether the aircraft stalled, the aircraft impacted terrain with little or no control and a significant descent rate." That is the thing to avoid.

     

    Interesting that camera and camera memory disappeared.

     

     

    How many Hours did it take you to complete your RPL?

    in Student Pilot & Further Learning

    Posted

    I don't get it. If you are in a coordinated turn and you stall, you unstall by releasing the back pressure. What has that got to do with keeping the wings level when you are flying straight ahead and stall. I'm not saying that keeping the wings level with the rudder isn't dangerous, I just don't know why from this. 

     

     

     

    Good start!

     

    I didn't see your qualifying statement about "flying straight ahead" and stall. Anyway, my comment is pretty much the same. The objective with the use of rudder in a stall is NOT to keep the wings level, particularly not to return the wings to level after an entry to an incipient spin.

     

     

    How many Hours did it take you to complete your RPL?

    in Student Pilot & Further Learning

    Posted

    To answer your question, stalls scare the s--- out of me. I am worried that if I had to correct one in real life that I would freeze - which means that it is a bit tricky practicing them on my own! I am perfectly aware that they are safe. I might try correcting them by easing the control column forward without worrying about using the rudder to keep the wings level. That might stop me worrying that if I don't keep the wings level I will spin. And die. Frozen. 

     

    A few points in response:

     

    • I used to be scared of stalls when I was learning to fly. I know quite a few instructors who are scared of them. So your situation is quite common and there is a cure as Kyle suggested.
       
    • "they are safe" - well, too many of my friends and acquaintances have been killed as a result of a stall, so nope, not necessarily.
       
    • "using the rudder to keep the wings level" - that can be very dangerous so your "easing the control column forward without worrying about using the rudder to keep the wings level" is very much safer.
       
    • "worrying that if I don't keep the wings level I will spin" - keeping the wings level has diddly squat to do whether you spin or not.
       
    • "And die." Potentially, if you do the wrong thing and that seems likely from your post.
       
    • I recommend that you now read https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch4.pdf
       

     

    Constant-speed Pitch Propeller - Cessna 177RG

    in Student Pilot & Further Learning

    Posted

    For info, I note that many put stuff like this in checklists: "check oil pressure in green within 30 seconds". Lycoming actually states: "If minimum oil pressure is not indicated within thirty seconds, stop engine ...". Short story is that it does not have to be within "the green". Quite a few variables such as different installations in different aeroplanes (my aerobatic aircraft have lots of extra oil hoses for the pump to work against when cold especially), ambient temperature and type/grade of oil.

     

     

    • Agree 1

    760kg upgrade and CASA consultation

    in AUS/NZ General Discussion

    Posted

    Ken

     

    Are you saying your Colt is currently RAAus  registered with a stall speed over 45kts?  Ive seen a couple of Colts RAA registered, there was one for sale quite recently. Lovely aircraft, I'd be tempted to have one myself.

     

    Is there any risk they'd take your Colt off the register? 

     

    Alan

     

    Interesting question (miserable weather this weekend so people get to put up with me online). It seems that the book figure is 47 KIAS? I can't find the conversion to CAS. My copy of the Owner's Handbook states that the stall speed is 57 mph = 50 kts - perhaps that is CAS?

     

    I wonder if RAA knows - surely they have looked at it and determined whether it complies with the requirement for a Vso of 45 kts? Pretty simple to me - if it complies then OK and if it doesn't comply then cannot be registered RAA (I recall that we've seen this before).

     

    Interesting that CAO 95.55 simply refers to a Vso of 45 kts without stating whether it is ASIR, IAS, CAS etc. The CAO refers to the CASR dictionary which has a simple definition of Vso without stating whether it is ASIR, IAS, CAS etc. That dictionary refers to the USA FARs section 1.2 which has the same definition also without stating whether it is ASIR, IAS, CAS etc. So, nowhere do the rules state that your Vso has to be CAS so I guess you get to choose yourself? Fit an ASI which has lots of error in the right direction and demonstrate it shows less than 45 at the stall.

     

     

    760kg upgrade and CASA consultation

    in AUS/NZ General Discussion

    Posted

    CASA words not mine

     

    Wouldn't VG constitute a change? 

     

    Actually they are not CASA's words - Australian Flying Magazine got it wrong. At least CASA knows that a PA-22 is not a Tomahawk. The magazine introduced IAS but CASA just stated stall speed of 45 kts per the CAO so I guess they haven't yet worked out if it is supposed to be IAS or CAS.

     

    The STCs for VGs on little aeroplanes generally don't come with a POH supplement showing the lower stall speeds and performance per https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20001212X20122&key=1 so officially the stall speed has not changed.

     

     

    760kg upgrade and CASA consultation

    in AUS/NZ General Discussion

    Posted

    I’m sure CASA will rely on the published figure at the date of manufacture. 

     

    Certified aeroplanes are required to determine Vso in CAS however the figure may not be in the AFM/POH as I have discovered.

     

    CASA words not mine

     

    .....

     

    Its been mentioned the minimum stall speed was argued to be deleted due to difficulty in testing it

     

    Yep, I think someone in CASA will eventually work it out.

     

    ......

     

    Even homebuilt aircraft are supposed to determine stall speed in CAS per https://www.casa.gov.au/file/122726/download?token=NFLC3fMe

     

    per https://www.casa.gov.au/file/152031/download?token=8ztVbEcR

     

    so CASA thinks that the figures are available. I am sceptical.

     

     

    Ground Looping

    in Student Pilot & Further Learning

    Posted

    Plus: it is less unstable with more download on the tailwheel giving the tyre extra friction so it definitely helps to put the stick in the correct position.

     

    Of the two airplanes I usually fly: Super Decathlon with just the pilot in the front seat I can easily pick the tail up however  with the Pitts S-2C I cannot budge it myself, let alone with the pilot in the rear seat. Still, the Pitts gets twitchy halfway through the landing roll.

     

     

    Ignoring the circuit

    in AUS/NZ General Discussion

    Posted

    I was instructed not to loop in the circuit ....  but if .... I need more time, going up and over seems a better option.

     

    Indeed, I rarely do a loop in the circuit and also rarely go up and over into an Immelmann turn. Rolls are very quick so go unnoticed. :smile:

     

     

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