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I guess we now wait for the coronial inquest. Does anyone know how long it takes from the report released by the ATSB till the inquest is scheduled? |
I would normally leave the slats unlocked for takeoff and landing, unless the crosswind was near the limit. |
Originally Posted by Judd
(Post 10424740)
That was the correct procedure taught at RAAF flying training schools in the 1950's. However there was nothing about crosswinds and associated slat use in the Pilots Notes for the type. Methinks it sounds like someone's personal opinion rather than the manufacturer's recommended procedure? .
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Fuel contamination
Although fuel analysis revealed no indication of water, it was always the RAF practice to fill Chipmunk fuel tanks completely at the end of the day’s flying to avoid condensation within the tanks collecting st the bottom. By the pilots own admission, this was never done with his aircraft so could water droplets have entered the carburettor during the take off and caused the loss in power. |
Originally Posted by Nuasea
(Post 10425384)
Although fuel analysis revealed no indication of water, it was always the RAF practice to fill Chipmunk fuel tanks completely at the end of the day’s flying to avoid condensation within the tanks collecting st the bottom. By the pilots own admission, this was never done with his aircraft so could water droplets have entered the carburettor during the take off and caused the loss in power. |
Originally Posted by desert goat
(Post 10425584)
All good in theory, except that in this day and age leaving an aircraft full of fuel overnight just increases the likelyhood that your fuel will go missing overnight. As to whether it could have been a factor, well of course it "could" have been....as could an awful lot of other things. Which is why we have ATSB investigators whose job it is to mull it over. |
Carb Iciing
Did the ATSB consider carb icing? What was the temperature and humidity? |
Calculate carb icing CAA
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What are you trying to prove? |
Carb icing
Originally Posted by j3pipercub
(Post 10426342)
What are you trying to prove? |
Well, if you wish to involve yourself in the investigation then here is some information as to how you can best go about it. https://www.atsb.gov.au/about_atsb/employment/ |
Did the ATSB consider carb icing? What was the temperature and humidity? |
Carb air icing
Originally Posted by megan
(Post 10427257)
No need to. The Gipsy in the Tiger runs on "hot" air all the time, there is no "carb air hot/cold" selector. |
There was a similar accident in NZ a few years ago and this was their comment on the carburettor: ”The Gypsy Major engine employs automatic carburettor heat, in the form of a spring-loaded butterfly valve, interconnected with the throttle control so that at full throttle cold air is admitted, but at cruise, warm air from the engine bay is admitted through a flame trap. The spring applies 4-5 kg of load to keep the valve in the warm air position in cruise. If the throttle friction nut is not firmly applied before take-off, the spring will cause the throttle to back off if the pilot’s hand is removed from it.” https://www.caa.govt.nz/Accidents_an..._18Oct2003.pdf |
The following has absolutely nothing to do with the actual subject of the thread, but some fellow ppruners may find it interesting;
As I type this there is a glass of a good Barossa Shiraz in front of me..:D oh yes, and my late Father's RAAF log book.:= On the first page it notes that he flew his first solo at No 1 EFTS Parafield, in DH 82 AM-624 on August 9th 1943, having previously logged 10hrs 50 minutes Flying Instruction time. His Instructor was for the most part a F/O Craven. I remember Dad telling me that he sang out loud to himself for the entire circuit!:D I also remember one of his favourite sayings which related across to being a Glider Instructor many years later was, I saw him crash, I saw him burn. He held off bank in a Gliding turn. His relation of the story of the Yankee Marauder Pilot who crashed his aircraft off the end of one runway is a story for another thread. |
In my younger days in Tigers and Austers I was always told "Hold off bank in a gliding turn, and you will surely crash and burn." It must have taken a lot of lives to produce that little rhyme, it is surely one that was written in blood.
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Tigermoth can comfortably be flown in S and L at 30 knots or less by a pilot with sufficient training on type by an instructor with knowledge and experience on type. |
Originally Posted by Pinky the pilot
(Post 10428117)
On the first page it notes that he flew his first solo at No 1 EFTS Parafield, in DH 82 AM-624 on August 9th 1943, having previously logged 10hrs 50 minutes Flying Instruction time. His Instructor was for the most part a F/O Craven.
I also remember one of his favourite sayings which related across to being a Glider Instructor many years later was, I saw him crash, I saw him burn. He held off bank in a Gliding turn. Slightly different wording: "watch him spin, watch him burn, held off bank in a gliding turn". I still tell some of my students it, so it lives on. It was told to me by my father, when I was learning to fly. Reading your post and that long remembered rhyme made me hunt up his log book. He did his first solo in A17-451 after being sent by F/O Stevens. Most of his training was by Sgt Irvine. (10 EFTS Temora, Nov 1942.) It took him 5 minutes longer than yours though. Dad needed 10:55 dual :) |
Originally Posted by Centaurus
(Post 10429022)
Wouldn't the position error at that angle of attack make the IAS an unreliable indication of the real airspeed?
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