dream2fly

Welcome, from another newbie - agree there is so much interesting and informative information or conversations to collect here - always learning :)

My solo was in 2016 after a few 'average' circuits finally got it together. On my last landing my instructor told me to taxi down the runway a bit further and then turn around then when back tracking said ok we are going to do exactly the same EXCEPT you will be on your own. Excited and nervous all in one, talked to myself continuously all the way, lost a little height turing base but sorted that, made the most perfect landing and captured the whole experience on my tom tom camera. Celebrated that night with a very nice glass of Aviator red. I think I still had the adrenaline going for the next month, amazed and quite sureal. Just the beginning.

Michelle:plane:

Thank you for posting this topic. This issue came to my mind only yesterday while (for work) on a medical retrieval coming in to land from aprox 3,000 feet between a mount range was 'choppy'. While flying through this and landing with a significant xwind I was contemplating how the little sports star that I fly (for fun) would handle this. I had visions of the whold plane breaking up! I questioned to myself when flying these conditions how does a pilot know exactly what stress the plane is experiencing at that point in time? This is a question I will be asking my pilot collegues next time.

While aware of VNO and VNE aircraft limitations, for someone like myself with as little as 13 hours PIC I will be very interested in this conversation. From reading so far, the G meter sounds like a good recommendation to record and report aircraft stressors. Thanks again. Safe and happy flying ... avoiding turbulance!

There is another thread running in the European section, but I believe that this is such an important subject that it should be re-opened here in Training.As an instructor who has conducted many, many Flight Reviews over many years, I can confidently state that the knowledge most pilots hold about 'safe speeds' in turbulence is frighteningly low. I've had pilots tell me that anything under Vne is fine. Others have stated that as long as your needle is below the yellow arc on the ASI - you're fine. Very, very few understand the relationship to gross weight and stalling speed of the aircraft. Very few recognise moderate turbulence when they feel it. It's no wonder that aircraft breakup in flight!

 

Aircraft which spend more time at low altitudes are known to suffer greater stresses in the airframe. Low level activities such as mustering, ag, and survey create lots more need for airframe inspections. I've heard some truly terrifying stories from maintainers about tailplanes virtually 'flapping' after thousands of hours mustering.

 

I've had some real frights with turbulence. After several, my legs barely supported me after landing! Australia might have an absence of high mountains, but it consistently has ambient temperatures 15-25 degrees above Standard - and that means lots of thermal activity. Diurnal heating should always be in mind when selecting altitudes - sometimes a little more headwind is better than an uncomfortable rough ride.

 

So, to start with - who knows the load factor limits of their aircraft, both clean & flapped? Who uses a G-meter to keep an eye on things? Who knows the formula to calculate Va. Is Va close enough to use as a proxy for turbulence penetration? Who adjust their cruise speed to suit the turbulence experienced?

 

I'm seriously interested - lets talk.

There is another thread running in the European section, but I believe that this is such an important subject that it should be re-opened here in Training.As an instructor who has conducted many, many Flight Reviews over many years, I can confidently state that the knowledge most pilots hold about 'safe speeds' in turbulence is frighteningly low. I've had pilots tell me that anything under Vne is fine. Others have stated that as long as your needle is below the yellow arc on the ASI - you're fine. Very, very few understand the relationship to gross weight and stalling speed of the aircraft. Very few recognise moderate turbulence when they feel it. It's no wonder that aircraft breakup in flight!

 

Aircraft which spend more time at low altitudes are known to suffer greater stresses in the airframe. Low level activities such as mustering, ag, and survey create lots more need for airframe inspections. I've heard some truly terrifying stories from maintainers about tailplanes virtually 'flapping' after thousands of hours mustering.

 

I've had some real frights with turbulence. After several, my legs barely supported me after landing! Australia might have an absence of high mountains, but it consistently has ambient temperatures 15-25 degrees above Standard - and that means lots of thermal activity. Diurnal heating should always be in mind when selecting altitudes - sometimes a little more headwind is better than an uncomfortable rough ride.

 

So, to start with - who knows the load factor limits of their aircraft, both clean & flapped? Who uses a G-meter to keep an eye on things? Who knows the formula to calculate Va. Is Va close enough to use as a proxy for turbulence penetration? Who adjust their cruise speed to suit the turbulence experienced?

 

I'm seriously interested - lets talk.

There is another thread running in the European section, but I believe that this is such an important subject that it should be re-opened here in Training.As an instructor who has conducted many, many Flight Reviews over many years, I can confidently state that the knowledge most pilots hold about 'safe speeds' in turbulence is frighteningly low. I've had pilots tell me that anything under Vne is fine. Others have stated that as long as your needle is below the yellow arc on the ASI - you're fine. Very, very few understand the relationship to gross weight and stalling speed of the aircraft. Very few recognise moderate turbulence when they feel it. It's no wonder that aircraft breakup in flight!

 

Aircraft which spend more time at low altitudes are known to suffer greater stresses in the airframe. Low level activities such as mustering, ag, and survey create lots more need for airframe inspections. I've heard some truly terrifying stories from maintainers about tailplanes virtually 'flapping' after thousands of hours mustering.

 

I've had some real frights with turbulence. After several, my legs barely supported me after landing! Australia might have an absence of high mountains, but it consistently has ambient temperatures 15-25 degrees above Standard - and that means lots of thermal activity. Diurnal heating should always be in mind when selecting altitudes - sometimes a little more headwind is better than an uncomfortable rough ride.

 

So, to start with - who knows the load factor limits of their aircraft, both clean & flapped? Who uses a G-meter to keep an eye on things? Who knows the formula to calculate Va. Is Va close enough to use as a proxy for turbulence penetration? Who adjust their cruise speed to suit the turbulence experienced?

 

I'm seriously interested - lets talk.

Hello everyone, I also have just landed here and love this cite, so much information for a learner flyer. I have recently recieved my recreational certificate working through to PPL. I work within the aeromedical environment and have loved flying for a very long time... now I am actually flying myself which feels very sureal and so much fun. Look forward to future readings with a keen eye on the classifieds :)