Garfly

The Instructors Only thread that djpacro refers to spilled over into the general forum here:

http://www.recreationalflying.com/threads/steering-on-final-with-rudder.112345/

I'd recommend Jim Davis's "PPL", especially given what you said you were looking for (in the original post).

Jim's an exceptionally good writer/communicator/teacher. He seems to have that rare wit of remembering what it's really like to know nothing about something. And he avoids being patronising or preachy. He writes with a lot of humour and stresses practical, real-world, life-preserving, know-how. But when he thinks there's stuff you'll need to know for the exams only, he'll explain that too - in those terms. The illustrations are fantastic. Actually it's a good read for anyone who flies. You wouldn't want to get rid of it when you've got your ticket.

It's structured with both Australian and South African flyers in mind due to the author having, for years, been involved in instructing in both countries.

http://www.jimdavis.co.za

Jim Dulin - a presence on backcountrypilot.org in the US - is a well known advocate of low level 'maneuvering' flight training for all. Attached (with permission) his "Safe Maneuvering Flight Techniques" a cut-down version of "Contact Flying" available at Amazon - where there's some interesting customer debate about Jim's approach to low level instruction.

From the introduction to SMFT:

"I hope Safe Maneuvering Flight Techniques will give all pilots insight into the world of the crop duster, pipeline patrol pilot, and bush pilot. The corporate, airline, and recreational pilot may avoid maneuvering flight, except on takeoff and landing. I truly believe, however, that an objective look at these techniques can improve the understanding and capabilities of any pilot."

SAFE MANEUVERING FLIGHT TECHNIQUES 13 NOV 15.pdf

SAFE MANEUVERING FLIGHT TECHNIQUES 13 NOV 15.pdf

SAFE MANEUVERING FLIGHT TECHNIQUES 13 NOV 15.pdf

Here's the latest NTSB initiative:

http://www.avweb.com/avwebflash/news/NTSB-Forum-Targets-GA-Safety-224992-1.html

I don't think the 'driving the tree lined highway' analogy is to do with engine failures per se. It's about comparative risk perception, overall. In the case of highway driving, we regard trees flashing past to the left, speeding metal masses inches to our right as an acceptable risk - as 'prudent' - because we've normalised it. Objectively, flying a single engined aircraft over tiger country occasionally is probably less risky than driving the highways regularly. But it's not, by convention, viewed that way. Maybe our culture is still in awe of aviation.

The highway equivalent of the aerial engine failure is the blown-tyre or micro-sleep or split-second misjudgement.

In any case, when a car does lose power at speed, it's not the trees we need fear:

http://www.abc.net.au/news/2013-06-12/volkswagen-confirms-australian-car-recall/4747694

Regarding the perils of mis-communication in the circuit, this fatal Cirrus crash (see AOPA video) is quite shocking - for various (human factor) reasons. Although it happened at a controlled airport, the kind of comms mis-takes precipitating the accident might also occur pilot to pilot. The tragic irony of the case is that it wasn't a mid-air that got them in the end, at all. It was caused by communicating trumping aviating - and a panicked gut reaction.

Yeah, from what Red turned up it seems that she might never have flown - what a pity - and from the look of it now, maybe never will.

(Caution - Segue ahead! ;-)

While we're on the subject of great British aircraft (in spite of being "ugly as a box of frogs" ) herewith, the amazing story of the Avro Shackleton - a younger sibling of the Manchester / Lancaster bombers and, unbelievably, still on active service with the RAF into the 1990's.

(Among other fascinating things, we learn from the film why it's sometimes necessary to divert around a baked-bean build-up and what's the point of putting counter rotating props on each of its four RR donks.)

Regarding problematic radio comms at busy uncontrolled fields this video from 'FlightChops' (USA) is educational:

Yep, Phil, you've got some weird types back there in the old country.

Know anything about this one?

I spotted it parked at Dunkeswell Airfield in Devon a couple of years ago.

Every time we view your avatar, you'll be paying $USD0.50 to the copyright owner

Don't worry Scott, should be peanuts.

Yeah, I'm pretty sure they were real instruments but I do agree, even the spider webs have a look of set-dressing about them.

Anyway, I'd like to know its story; that sadly detached nose section. Like, what it's from and what's it doing there.

I presume it'll be part of a future exhibition maybe along with Oklahoma Gal also standing in the grass there, outside the little aviation museum at Mareeba (closed when I passed by, about a year ago).

BTW I also saw a lovely looking Spit-replica take-off from the ramp nearby (in anything but a state-of-abandon).

I guess there are those among us who know stuff about all of these a/c.

A severed head - Mareeba:

Ha, ha ... thanks SrPilot, it was fun hearing Johnny Cash doing that song.

Actually, the author of the song was once an AirForce guy, too. (RAAF ;-)

You can hear the original '62 recording here:

http://www.australiangeographic.com.au/topics/history-culture/2012/06/aussie-song-has-been-everywhere,-man/

It's a diabolical problem, that one of the things most likely to kill to us - with no second chances - stall-spin in the circuit - is just too dangerous to practise meaningfully. (Even at a safe height, it seems, given the aircraft we fly). I suppose this is akin to ditching and EFATO in twins.

Anyway, as Frank suggested above, it means we just have to be super vigilant in avoiding the situation in the first place. Apart from avoiding distractions in the landing phase, maybe one thing we can do is practise flying balanced instinctively (no eyes on the ball) especially low and slow.

But what other practical exercises can be recommended to improve one's skills and awareness (to avoid the mistakes that claimed our first WWII fatalities and continue unabated)?

5 Sep39 - First RAAF men killed in WW II

At 10.30 am on this day, five Wirraways approached Ross Smith aerodrome (the civil airfield at Darwin, NT) at the conclusion of a ferry flight from Daly Waters. Aircraft A20-5 was seen to stall while making a gliding turn in preparation for landing and spun into the ground from a height of 100 feet. The two crewmen on board the Wirraway –– both members of the Permanent Air Force –– were killed in the crash. The pilot, 23-year-old Flying Officer Arnold Dolphin, was from the Recruit Training Depot at Laverton, Victoria, and his observer, Corporal Harold Johnson, aged 28, was a member of No 12 Squadron. They were the first fatalities suffered by any of Australia’s armed services since the Government ordered the forces onto a war footing on 2 September, prior to declaring war against Germany the next day.

This material is compiled from sources including the Office of Air Force History, the RAAF Museum and the Australian War Memorial.

--------------------------------------------------------------------------------------------------------------------------------

Loss of Control Tops NTSB 'Most Wanted' Safety List

By Stephen Pope

Flying Magazine: Jan 13, 2015

Read more at http://www.flyingmag.com/technique/proficiency/loss-control-tops-ntsb-most-wanted-safety-list#b1pihFLZJjYCPYkx.99

How many kids get their presents in boxes THIS big?

Congratulations to Scott and Chris on the birth of their amazing new Legend.

We look forward to heaps of great new 'Flying Around' videos in the newie.

We, your erstwhile Skyranger mob, trust you won't leave us behind in your wake. ;-)

Some scenes of the grand unboxing at YCNK featuring Chris & Scott, Ed & Greg:

Regarding DC3's in Turbo version:

http://www.baslerturbo.com

The sad and sorry saga of Canberra's GA/RA airport:

http://www.canberrasecondairport.com/chapter-1-vision-0

http://www.nybooks.com/articles/archives/2015/aug/13/wright-brothers-they-began-new-era/?

http://www.nybooks.com/articles/archives/2010/jan/14/the-art-of-the-ditch/

Let's know when you're passing by. Maybe the Hunter Valley chapter could take you to lunch. ;-)

Hi Magishme,

I've only done it once, but, on a nice day, flying the inland lane behind Williamtown, following the railway, is very interesting. The scenery is great and since you're obliged to fly pretty low, you get to enjoy it closer-up than usual. For most of the way, more or less landable fields are within reach. On not so nice days, though, I've heard, it can be really bumpy and scary. I was told it's advisable to have the Willy Approach frequency ready to hand, in case of problems, since you're crawling along a narrow winding track just under the floor of their (military) airspace.

As you pop out of the lane near Maitland you're close to circuit height so I'd keep an eye and an ear out for traffic there. Then it's only a few minutes more to go as you cross over the valley to Cessnock.

I wonder if there's any progress with getting us RAA types the right to seek clearances to go coastal past Willy and Coffs and Surfers et al. It makes so much sense, safety-wise. It's hard to see what purpose is served by excluding us from these routes. Why push pilots to take (sometimes) dangerous inland diversions when a safe and simple coastal clearance may well be available for the asking?

Anyway, if you're coming down on the coastal side and wanted an overnight break enroute - or needed one, due WX - consider stopping at Camden Haven Airfield - YCMH - just south of Port Macquarie.

http://www.camdenhavenairfield.com.au/index.html

It's now owned by a friendly bunch of guys - several of them airline pilots, who build/fly their own RVs. You can stay in one of the very nice cabins they have there on the field for fifty bucks per night. They don't have fuel though.

When are you planning your trip?

In deciding whether to go with a BRS system or not, comparing a 'normal dead-stick landing' with a parachute descent in very windy conditions wouldn't be front of mind for me. I'd be thinking more of scenarios like the one above - and others where 'normal' ain't an option - and take my chances on a wind surfing finale. True, a quick release would be a nice-to-have extra.

Hi Frank, it seems to me there's a point where an aviator finally gets the idea of flight (a point many of us weekend pilots never quite reach, due lack of enough quality stick-time and/or aptitude); a point where all the theory covered in the lesson above becomes truly instinctive. Of course, we can stay safe without becoming a 'natural' by learning what's safe to do and what's not. Abstractly understood stuff ain't the same as instinct but it can see us through.

But having seen you fly your Drifter, both from below and from the back seat, I'd say you're one of those whose inner-bird well and truly takes over up there.

Too bad you're no longer instructing! (Although I wonder if instinct can actually be taught. What do you think?)

By the way, I just read something interesting in Jay Spenser's history book "The Airplane". He mentions the English engineer Francis Wenham whose work the Wrights knew and admired: "Where others looked to a ship-style rudder for control, Wenham had said in 1866 that turns in flight should be accomplished by generating more lift on one of an aircraft's wings than on the other. Wenham based this insight on his observation of birds ... It was prescient advice."

Who'd have thought that the right idea was established so early and then ignored for so long - at the cost of many pioneering lives. The book makes a case for the Wright brothers' bicycling background - where a turn is something one naturally leans into - being crucial to their getting the jump on many of their European rivals, still stuck on the idea of an aerial carriage; a vehicle that ought to remain perfectly upright for the duration and, naturally, use a rudder for the turning.

Anyway, pictured here, proving good old Francis was totally on the money, is the Birdman of Deeral, FNQ. ;-)

Hi R618,

If I post the url here, this forum software converts it into the imbedded YouTube frame like you see above.

The best thing to do is just click on the YouTube icon at the bottom right of the imbedded frame. This will take you to the original YouTube page and you can just copy and paste the url from there.

And as a bonus, YouTube throws in the same message from 3 generations back.

https://www.youtube.com/watch?v=uaL1NcJs1jw