Yarns from the old or bold
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one day just after finishing my ppl and had about 60hrs....
went on a nice long flight in a c172 that had a autopilot never seen one let alone new how it worked got in some dreadfull turb and afterwards had difficulty with the a/c ie,control problems ailerons,elevators etc....
anyway scared the **** out of myself as had no idea of what was going on nearly called a mayday anyway manage to get home without to much trouble just a little hinderance.
I found a local instructor and told him he should have a look at the a/c as it wasn't flying to good after the turb, he had a look around and came back to tell me that I had done 1.5hrs with the autopilot on!
Somehow I had bumped it? We all learn!!
went on a nice long flight in a c172 that had a autopilot never seen one let alone new how it worked got in some dreadfull turb and afterwards had difficulty with the a/c ie,control problems ailerons,elevators etc....
anyway scared the **** out of myself as had no idea of what was going on nearly called a mayday anyway manage to get home without to much trouble just a little hinderance.
I found a local instructor and told him he should have a look at the a/c as it wasn't flying to good after the turb, he had a look around and came back to tell me that I had done 1.5hrs with the autopilot on!
Somehow I had bumped it? We all learn!!
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Still in the student stage, about 43 hours, but learning every day.
Flying solo circuits at Van Nuys in LA, Rwy16L, hot day about 34c, and Cherokee was flying differently than I was used to because of the high density alt. Not getting the usual altitude at departure to crosswind turn.
Late in the afternoon, had worked that day and was probably tired enough that I shouldn't have been flying, combined with about 45c temp in the plane, sweating my a** off, and dealing with the turbulence.
Listening to the tower, but wasn't paying very good attention to anything that didn't start with "Cherokee XXX" Did hear some mumblings about a Cessna transiting north to south, between the interstate (which is what you fly over when you're downwind in the pattern) and the airport. Just taken off from a T&G and still climbing on departure leg, heard ATC giving Cessna XXX a traffic advisories of a Cherrokee at 12 o'clock. Didn't dawn on me that Cherokee at 12o'clock to the Cessna meant Cessna at 6 o'clock to the Cherokee.
Up almost to TPA, turn crosswind and look out the left side, to see the Cessna not that far away, like if I didn't climb some more and he didn't lose altitude, it wouldn't be pretty.
I did, he did, and I got the you know what scared out of me, as well as I suppose the Cessna driver. Made a particularly bad landing, and "slunk" back to the fbo, legs shaking so hard I had a hard time with steering and the brakes, and feeling really, really stupid. Learned several things.
1. Dont' fly when you're tired, even circuits.
2. ALWAYS PAY ATTENTON TO THE RADIO. Especially in the pattern.
3. If you are at someone's 12, he's at your six. Think about that before you change direction.
Flying solo circuits at Van Nuys in LA, Rwy16L, hot day about 34c, and Cherokee was flying differently than I was used to because of the high density alt. Not getting the usual altitude at departure to crosswind turn.
Late in the afternoon, had worked that day and was probably tired enough that I shouldn't have been flying, combined with about 45c temp in the plane, sweating my a** off, and dealing with the turbulence.
Listening to the tower, but wasn't paying very good attention to anything that didn't start with "Cherokee XXX" Did hear some mumblings about a Cessna transiting north to south, between the interstate (which is what you fly over when you're downwind in the pattern) and the airport. Just taken off from a T&G and still climbing on departure leg, heard ATC giving Cessna XXX a traffic advisories of a Cherrokee at 12 o'clock. Didn't dawn on me that Cherokee at 12o'clock to the Cessna meant Cessna at 6 o'clock to the Cherokee.
Up almost to TPA, turn crosswind and look out the left side, to see the Cessna not that far away, like if I didn't climb some more and he didn't lose altitude, it wouldn't be pretty.
I did, he did, and I got the you know what scared out of me, as well as I suppose the Cessna driver. Made a particularly bad landing, and "slunk" back to the fbo, legs shaking so hard I had a hard time with steering and the brakes, and feeling really, really stupid. Learned several things.
1. Dont' fly when you're tired, even circuits.
2. ALWAYS PAY ATTENTON TO THE RADIO. Especially in the pattern.
3. If you are at someone's 12, he's at your six. Think about that before you change direction.
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Grandad Flyer,your post of 27/9/00:
Your cautionary tale #1 wasn't at Austin,Texas by any chance? Got a hunch #2 involved a flight from Las Vegas Int'l to Mojave and Van Nuys???? That one was indeed cutting it close. I've been ultra-cautious on fuel reserves ever since. Now I calculate a minimum reserve of diversion fuel(say 30 minutes,could be more) + 45 minutes holding + 60 minutes reserve on landing + 10% contingency. This typically amounts to about 2 1/2 hours fuel over and above fuel required to destination. My latest diversion time is time to destination minus this 2 1/2 hours. If it looks like this reserve is going to be eaten in to - even by a short time - I look for an airfield to land and refuel. Ultra cautious? Maybe, but I only want to experience that equisite seat-squirming feeling from low fuel reserves once!
Life for me is a warm C182 at the moment, hope yours is more interesting???
Your cautionary tale #1 wasn't at Austin,Texas by any chance? Got a hunch #2 involved a flight from Las Vegas Int'l to Mojave and Van Nuys???? That one was indeed cutting it close. I've been ultra-cautious on fuel reserves ever since. Now I calculate a minimum reserve of diversion fuel(say 30 minutes,could be more) + 45 minutes holding + 60 minutes reserve on landing + 10% contingency. This typically amounts to about 2 1/2 hours fuel over and above fuel required to destination. My latest diversion time is time to destination minus this 2 1/2 hours. If it looks like this reserve is going to be eaten in to - even by a short time - I look for an airfield to land and refuel. Ultra cautious? Maybe, but I only want to experience that equisite seat-squirming feeling from low fuel reserves once!
Life for me is a warm C182 at the moment, hope yours is more interesting???
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Beagler,
The question of applying (or not) full power at the start of the takeoff run - I was taught (Tiger and Jodel, ex-RAF QFI's)that it is better to ease the power on gradually, because at the very start of the roll the prop is just cavitating in its own air and there is no benefit in 'full welly' till it gets moving properly.
Anyone else heard this?
The question of applying (or not) full power at the start of the takeoff run - I was taught (Tiger and Jodel, ex-RAF QFI's)that it is better to ease the power on gradually, because at the very start of the roll the prop is just cavitating in its own air and there is no benefit in 'full welly' till it gets moving properly.
Anyone else heard this?
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Never heard the theory in as many words before but it makes sense... the forward momentum of the aeroplane will improve the efficiency of the propeller.
Regarding my Shoreham flight/fright (delete as necessary) I agree that with a normally aspirated engine always build up the power to avoid a "rich cut".
I have had a lot of feedback from that experience (one experiences of many I suppose) and I still remember asking my passenger, who was a Gliding Silver C, to drop the extra flap for me but he didn't know where the switch was... so, if you want a job doing properly...
Regarding my Shoreham flight/fright (delete as necessary) I agree that with a normally aspirated engine always build up the power to avoid a "rich cut".
I have had a lot of feedback from that experience (one experiences of many I suppose) and I still remember asking my passenger, who was a Gliding Silver C, to drop the extra flap for me but he didn't know where the switch was... so, if you want a job doing properly...
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Ten odd years ago, trying to emulate my instructors short field landing, full stop, then full power and take off, I tried same solo..........
Short field landing OK, full stop fine, full power.........completely forgot about torgue effect and did sharp 90 degree turn off runway onto grass.....nobody noticed, so just called "G-**, cleared active........."
Short field landing OK, full stop fine, full power.........completely forgot about torgue effect and did sharp 90 degree turn off runway onto grass.....nobody noticed, so just called "G-**, cleared active........."
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This one happened a fair while ago, in a Harvard, other side of the world.
Two very young RAF pilots, brand new wings, jollying around together for the first time. Lovely day, lovely aeroplane, lovely aerobatics. On the way back, one of the two says I know the girl who lives in that farm, and we start a gentle turn, go down a bit. Circle the house, keep it on the wingtip. Go down a bit more, steepen the turn. Neat.
Turn steeper. And lower. Nice house. Can't see the girl though. Pretty low now, really. Very low.
Very very low. Panic. Grab the stick, haul back., full throttle. Blur of trees and buildings. Wings level, climb away. Silence, for a long time.
Did you have her then? No. Did you? Another silence.
Couldn't happen now, though. ?
Two very young RAF pilots, brand new wings, jollying around together for the first time. Lovely day, lovely aeroplane, lovely aerobatics. On the way back, one of the two says I know the girl who lives in that farm, and we start a gentle turn, go down a bit. Circle the house, keep it on the wingtip. Go down a bit more, steepen the turn. Neat.
Turn steeper. And lower. Nice house. Can't see the girl though. Pretty low now, really. Very low.
Very very low. Panic. Grab the stick, haul back., full throttle. Blur of trees and buildings. Wings level, climb away. Silence, for a long time.
Did you have her then? No. Did you? Another silence.
Couldn't happen now, though. ?
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White Shadow,
Further to your post - I was flying as a trainee helicopter instructor with my similarly qualified "stick buddy" who, like myself, was known as a bit of a "spirited " flyer. We had a small misunderstanding who was flying the helicopter once we got to 140 kts. As we rapidly went from nose down to about 100 degrees nose up we realised no-one was, actually. We both immediately took control and jointly carried out a shaky roll-off-the-top.
The debrief took place soon afterwards and we both learned about flying & instructing from that.
Further to your post - I was flying as a trainee helicopter instructor with my similarly qualified "stick buddy" who, like myself, was known as a bit of a "spirited " flyer. We had a small misunderstanding who was flying the helicopter once we got to 140 kts. As we rapidly went from nose down to about 100 degrees nose up we realised no-one was, actually. We both immediately took control and jointly carried out a shaky roll-off-the-top.
The debrief took place soon afterwards and we both learned about flying & instructing from that.
