David,
Not to open a can of worms.
I have read the same study. In most aircraft with slow roll and high
drag, he is correct. On the average, a 45 degree bank gives a higher
turn rate and you still have 70% of your lift available to arrest your
descent.
Stan Sutterfield (another fighter pilot smart ass and Reno competitor)
and I did this in a couple of aircraft. In the Europa for instance, the
roll rate, if you unload to 1/4 G is very good (100 degrees per second).
A pull to the verge of stall near 80 or so degrees of bank at 75 KTS
(the FAA recommends 70 degrees to be the maximum of any turn of course)
, turns the aircraft at three times the rate at 75 knots. So it will
take about 3 seconds to do a 180 and the radius of turn is 200 feet.
REMEMBER, NO ATTEMPT TO MAINTAIN ALTITUDE! The average pilot needs 3
seconds to react while climbing and one second to roll in a second to
pull, and the same two seconds to roll out. That is 10 seconds from
straight ahead, to complete 180. Falling at 32.2 FPS, the plane will
drop 320 feet because gravity works 24/7. Accounting for upward
momentum during the three seconds to react at a 15 degree deck angle of
75 feet, once can see that the a completed well practiced turn can be
done in less than 300 feet. The aircraft pitch will go from 15 degrees
up to 15 degrees down and still leave you with a descent glide if done
at 800 feet and about 75 knots on completion.
The 45 degree of bank will take an agonizing 10 seconds, then add the
reaction time, and the loss of altitude in a power off turn is
staggering and the diameter of the turn is well off the centerline by
800 feet. Now you have another turn to do. That=99s dumb.
I have done this maniac maneuver at altitude and once in the pattern
(scared the crap out of everyone and I was at 800 feet and younger then)
and it works. (Stan did it in a 172, but he is quite skilled.) I have
had a couple of clients try it and without dedicated maneuver practice
and years of training, lost amazing altitude and buried the nose.
Without the training and practice, this is one of those bar stories and
fun things to practice three mistakes high, but totally useless. Like
racing airplanes at low altitude or doing Red Bull air racing. Fun for
the pilot, exciting to watch, but totally useless and expensive.
Besides my wife said no...
As you so wonderfully said =9CI 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=9D. is the most sage
advice one can give a fellow pilot.
NEVER DO A 180 as either it will kill you due to altitude loss or stall,
or the sudden stop will! Turn only as necessary to hit something soft.
Then open the door and step out and call the insurance company.
Best Regards,
Bud Yerly
From: davidjoyce@doctors.org.uk
Sent: Wednesday, April 27, 2016 5:19 PM
Subject: Re: Europa-List: SmartASS my Undercarriage
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
experienced) 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, not 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
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
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