P.S. The Smartass costs 175 (+VAT) currently - a considerable bargain
compared with a propeller, let alone the rest! David
On 2016-04-27 22:19, davidjoyce@doctors.org.uk wrote:
> Bud, excellent advice and I am envious of the F4 experience! I hesitate to
> quibble
but there is one point I would like to offer a view contrary to what you
appear to be saying. That is on the most efficient way to turn in an engine out
situation if you are going to turn - and I hasten to add that I do not advocate
turning around in every EFATO situation, only if you are in the situation
where what lies ahead looks as though it will kill you, and as you say, and
critically,
you have practiced all the relevant skills.
>
> One of your countrymen , David Rogers, professor at US Naval Academy,
> Indianapolis,
who clearly has high order mathematical skills, has shown definitively
that the most efficient way of turning, (that is the way of turning through any
given number of degrees with minimum height loss) is to turn at 45 degrees bank
at as slow a speed as you can sensibly maintain without falling out of the
sky. Any more or any less bank increases the height loss, quite apart from
rapidly
increasing stall speed. You mentioned 80 degrees and I can imagine that
this might offer the quickest way of getting a fighter pointing in reverse, but
it would produce substantially greater height loss for an engine out Europa,
quite apart from stressing it to 5.76g and increasing the stall speed to around
100kts, or higher if you are flying at US mauw.
>
> My two penny (cents?) worth on stall/spin accidents, SmartASSes and the like
and a practical application of the Rogers findings, is on the club website
>>Flying>>Flight
Safety, for what it is worth. If you would like to turn your email
advice into an article, I would happily add that to this website eection.
>
> Regards, David Joyce, GXSDJ
>
> On 2016-04-27 06:55, Bud Yerly wrote:
>
>>
>> William,
>> A distracted pilot is a link in an accident chain to be sure. Thanks for
>> sharing
your experience. Frankly I needed it. We used to have a safety magazine with
a "There I Was" section of cartoons (with a message) before the real there
I was near mishap article someone shared.
>>
>> Although I am a keep it simple kind of guy, gear warning and stall warning
>> systems
work. Are they worth the cost, effort to install, troubleshoot, fine tune,
and test? Normally Yes.
>> Are slow speed voice warning systems better than the stall rumble strips, or
visual AOA systems, tones, "Bitching Bettys" and are they worth it on a straight
wing aircraft? Not to me, but they are another tool to help cue the distracted
or tired pilot to the old feeling that something is wrong. Probably time
to add a slow speed switch to 12AY. Alas, if you get used to hearing the slow
speed warning or seeing the red AOA arrow because a system isn't calibrated, we
ignore it when we may need it the most. When something is wrong, or it doesn't
feel right, go around and get your stuff together always works. Yes, I do carry
a piddle pack and have had to use it to relieve "cockpit stress".
>>
>> What's the cost of a prop, engine repair and wheel well repair vs. the time
and cost of a gear up warning system? Your choice.
>> What's the cost of loss of a plane/life due to a mishap caused by a non
>> proficient,
distracted, or fatigued pilot. Priceless to us all. And you're all lying
if you haven't been there. Know you limitations.
>>
>> Whether you are experience or not, practice, practice, practice. Know your
>> airplane,
its stall characteristics, and in my case I fly it to its limits every
time I do a practice hop. I don't do touch and goes. I do very low approaches
where I slow flight down the runway for a 1000 feet just inches from the runway,
perfectly aligned and it makes me keep flying the airplane rather than that
old relaxation on landing habit we fall into, and my touchdowns are at 45
instead
of 50. (My tires don't wear out either.) Don't put yourself into situations
where you are overly fatigued. (No more afternoon takeoffs and long three
hops to get home, as I have a credit card and am not afraid to use it at any
hotel.) Never take anything for granted, use the checklist, know your pitch,
power
settings and speeds. Become a student of aviation again, take the time to
read (Google just about any topic and you get a wealth of info, try "pitch and
power flying"). We do things as old (read as experi
enced)
aviators from muscle memory, but the brain muscle is the most important tool,
and
we have to sharpen a tool to use it effectively.
>>
>> Develop good habits by breaking old ones. Read articles again on flying and
techniques to get the brain juices flowing again. The Rotax and Airmaster have
made me a lazy pilot. It is easy to push the power forward and pull the stick
back and the houses get smaller, but it is power that makes us climb, not pitch
alone (for long anyway) and occasionally I wish I had my GIB (Guy In Back in
the F-4) to tell me to "Start doing some of that pilot SH T and get us out of
here." or the famous "Doesn't all that shaking and beeping and rudder pedal
vibration bother you?" as he locks his knees together at high AOA to prevent a
departure from controlled flight.
>>
>> Practice routinely, know your airplane well, know the proper site pictures,
pitch and power settings and install rumble strips on the leading edge to allow
the aircraft feel to warn you of an approach to the stall. Then set and
calibrate
your EFIS/Stall Warn/AOA system to warn of a low speed situation/gear up
or accelerated stall in the turn to keep you honest when you're not having your
best day. Practice simulated engine out approaches, no flaps, partial power
situations. Develop a passenger brief. Practice an emergency ground egress as
if you just departed the runway and found one of our Florida water filled
ditches
and need to get unstrapped and out quickly. Climb up three mistakes high
and do power on and off stalls. Practice unload for control drills. The plane
won't stall if the AOA is zero. (Unload for control is an old military drill
where
the aircraft is flown to a high pitch attitude and the aircraft is unloaded
to a quarter G (just getting light in the seat, no
t
negative) and allowing the plane to fall through.) It teaches what an unload
feels
like when you are in need of full power instant acceleration to get out of
trouble at slow speed rather than the push the stick forward drills I see our
local instructors do. What happens when at 75 knots in a full power climb and
you pull the power, count to three (reaction time) and try to do a 180. I've
done a 180 in less than a couple hundred feet, but 80 degrees of bank pulling
at the burble is not a recommended thing to do, can I do it, yes, will I do it
rather than go for the golf course, no. If I goof it up, I'll get killed, if
I hit a tree and land in it or hit a sand trap, I'll survive. Stretch a glide
by slowing to near stall speed and watching the VSI, then do it at 75 and note
the difference. Pull the power to idle on base and glide at best glide speed
and see how your pattern is affected. Then do practice engine out approaches.
Bottom line, If I haven't flown in thirty days, I go
practice
much of the above. If I haven't flown in 60 days, I fly with an instructor if I
can find one, and if I can't, I go with another current experienced pilot and
or take it in baby steps to get the pitch and power down, checklist operations,
air work, emergency procedures and finally landings, at least three. Normal
low approaches to get the feel of the pattern, then a normal full flap touch
and go, no flap touch and go, full stop, min roll takeoff and soft field
landing.
>>
>> All the FARs in the US say is to fly alone, I can go nearly 24 months (last
BFR) if I want and then do three takeoffs and landings and I can take folks up
with me on a cross country (DUH).
>>
>> My two cents,
>> Trying to live longer.
>> Bud Yerly
>>
>> -----Original Message----- From: William Bliss Sent: Tuesday, April 26, 2016
4:37 PM
>> To: europa-list@matronics.com
>> Subject: Europa-List: SmartASS my Undercarriage
>>
>>
>> Hi All
>> Just thought I would tell you how I had long flight last weekend.
>> Arriving back at the farm strip aching for a pee I had to do a low pass
>> to clear the sheep. That quickly done, downwind checks and on finals
>> sizing up the crosswind I became aware of a voice telling me to check I
>> had the wheel down. I had not got the locking catch properly in place.
>> Sorted. I would say the investment in the SmartASS has paid off....
>> William Bliss G-WUFF
>>
>> ttp://www.matronics.com/Navigator?Europa-List
>> ics.com
>> .com
>> .matronics.com/contribution
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