AAIB January 2017
It definitely needs another dump but there is some forecast for next week so you should be OK. We did one day at Morzine via the Pleny car park/lift and it was OK but getting thin/icy in places. It is surprisingly busy given that it is 'low season' so the popular places like Avoriaz get skied out quickly - the best snow was over towards the Swiss border.
Last day today but more sunshine and no wind
Last day today but more sunshine and no wind
Sorry for the ski report thread drift guys.
But I've been in Les Gets all week next to Morzine and had great snow and weather but now completely concur with what Crab says.
Happy flying.
R
But I've been in Les Gets all week next to Morzine and had great snow and weather but now completely concur with what Crab says.
Happy flying.
R
St Jean D'Aulpes so access to whole of Porte de Soleil ski area.
For sake of clarity...
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That said, I have known a number of military ski instructors, who through thorough briefing practices, ensure that all students are conversant with geography, topography and semantics with respect to all things alpine.
Hohoho - everyone's a comedian....
In my opinion, this is all down to the young, inexperienced and quite frankly incompetent ski instructors that are prevalent in the Alps. This is clearly the result when instructor wages haven't changed in real terms in the last 10 years.
That said, I have known a number of military ski instructors, who through thorough briefing practices, ensure that all students are conversant with geography, topography and semantics with respect to all things alpine.
That said, I have known a number of military ski instructors, who through thorough briefing practices, ensure that all students are conversant with geography, topography and semantics with respect to all things alpine.
Of course the answer to the ski instructor analogy is that they don't have low time instructors who have only just learned to ski, they don't allow foreigners (in France) to instruct and they protect the wages of the ESF (Ecole Ski Francaise) so they can make a decent living out of their profession.
Perhaps a structure for the CAA to consider
and I thought thoroughly briefing the students was supposed to be a good thing
And for 206 - it is connected - by road
Perhaps a structure for the CAA to consider
That said, I have known a number of military ski instructors, who through thorough briefing practices, ensure that all students are conversant with geography, topography and semantics with respect to all things alpine.
And for 206 - it is connected - by road
Of course the answer to the ski instructor analogy is that they don't have low time instructors who have only just learned to ski, they don't allow foreigners (in France) to instruct and they protect the wages of the ESF (Ecole Ski Francaise) so they can make a decent living out of their profession.
Perhaps a structure for the CAA to consider
Perhaps a structure for the CAA to consider
Example: | British Alpine Ski and Snowboard School
A case of EU laws working for the Brits! The ESF protectionism was broken many years ago...they still hate it but tough titty.
http://www.skiclub.co.uk/skiclub/new...7#.WJSH9G-LS00
Piste wars: 'To call the French system anti-British is ludicrous' - Telegraph 20 years is something of an exaggeration - (some might say,,,,, again) the articles are from 2013 and 2014, and the point is that low time and poorly qualified instructors are still not allowed.
perhaps post-Brexit things might change back again............
Piste wars: 'To call the French system anti-British is ludicrous' - Telegraph 20 years is something of an exaggeration - (some might say,,,,, again) the articles are from 2013 and 2014, and the point is that low time and poorly qualified instructors are still not allowed.
A case of EU laws working for the Brits!
Well to get back on topic, perhaps GA owners might like to detail what performance calculations they complete before getting airborne and then how much attention they pay to performance limits once in the air
For me a mere Pplh I always worked out my performance and W&B on the days I flew. Followed by a powercheck at landing site before committing to land to see if the donkey was performing as expected. Also wind as expected etc. I am a mechanical type person so fully understood the reasons re carb heat etc etc.
I would say some of my fellow pplh didn't seem to grasp the mechanical limitations the way I did. Questions like " how do you know that kind of stuff"
My answer was it was in the syllabus and I'm into it and study it to death.
R
I would say some of my fellow pplh didn't seem to grasp the mechanical limitations the way I did. Questions like " how do you know that kind of stuff"
My answer was it was in the syllabus and I'm into it and study it to death.
R
Sounds pretty spot on to me Rinker I suspect you are the sort of pilot who won't load it up to the gunwhales until it will only just hover OGE - I think you are more likely to leave a bit of spare performance 'for the wife and kids'.
Keep up the good work.
I suspect you are the sort of pilot who won't load it up to the gunwhales until it will only just hover OGE - I think you are more likely to leave a bit of spare performance 'for the wife and kids'.Keep up the good work.
Going back to WIWALOnSy/ww/wx/pu/sc/gaz,one would do a power-check at min.power speed/max climb power speed,in level flight near the area that you intended to land,hover,winch either offloading or picking-up,and check max power available(to first engine limit/tq,n1,tgt,m-p,and then decide what you could actually do.Admittedly,a lot were `rule of thumb` calculations,adjusted by `experience`,or lack of info. in the PNs/crew manual.So what do you chaps do now ,with all the FADEC systems ,etc.>???
To talk about pplh instruction,I was taught to fly in the Uk in 1997 by a fairly large company in the midlands beginning with S.
As I said my background is mechanical and I fly rc helicopters extensively.
So I had some rotary understanding. I was mostly taught by a young instructor who was excellent and very knowledgeable. Only changing to MB who sent me solo. The best time of my life, but without question these guys made me Very aware of power limitations etc of a machine I was sitting in rather than controlling remotely and the consequences of screwing it up.
Thanks for your comment Crab, with careful planning and accurate W,& B I've done some epic camping trips in the Scottish hills and Islands in the R44 well loaded but within limits with family and friends. All planned and discussed with the CFI in Scotland where I sfh'd the aircraft. I will say only after a lot of extra flying and mentoring after I gained my Pplh, including mountain flying course.
I feel confident that my instructors kept me right, I have learnt a lot from various instructors old and young civil and mil ( when I did SA 341 rating)
So I think good instruction is there if you strive for the right answers.
Not currently flying for financial reasons, but still learning.
R
As I said my background is mechanical and I fly rc helicopters extensively.
So I had some rotary understanding. I was mostly taught by a young instructor who was excellent and very knowledgeable. Only changing to MB who sent me solo. The best time of my life, but without question these guys made me Very aware of power limitations etc of a machine I was sitting in rather than controlling remotely and the consequences of screwing it up.
Thanks for your comment Crab, with careful planning and accurate W,& B I've done some epic camping trips in the Scottish hills and Islands in the R44 well loaded but within limits with family and friends. All planned and discussed with the CFI in Scotland where I sfh'd the aircraft. I will say only after a lot of extra flying and mentoring after I gained my Pplh, including mountain flying course.
I feel confident that my instructors kept me right, I have learnt a lot from various instructors old and young civil and mil ( when I did SA 341 rating)
So I think good instruction is there if you strive for the right answers.
Not currently flying for financial reasons, but still learning.
R
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Crab writes:
"perhaps GA owners might like to detail what performance calculations they complete before getting airborne and then how much attention they pay to performance limits once in the air"
"perhaps GA owners might like to detail what performance calculations they complete before getting airborne and then how much attention they pay to performance limits once in the air"
As for performance limits in the air, certainly one does not exceed MP limits, allow rotor RPM to decay, allow carb temp. to be low, descend too quickly below 30KN, or exceed maximum speeds, to hit the high points. Also scrupulously avoided are downwind approaches and high speeds in turbulence.
However, with a vast amount of highly forested and/or crowded urban terrain, operation in the avoid--er--"money"
part of the HV chart is not unusual with respect to certain steep approaches or max. performance take-offs to/from confined areas, with all due regard to minimizing time in those parts of the chart, of course. Some of those operations have required quite scrupulous pre-planning on my part. So far I've only been surprised once by a low-RPM warning on a max. performance take-off, but that was more of an issue of technique (still learning, I am) than poor planning, and was easily solved by moderating the climb rate a bit.Power checks are also in the repertoire, but most of the time I am operating fairly light, so it always gets my attention when that first hover power check says I'm not light!
Anyhow, I suspect your demographic is a bit skewed here, Crab. Anyone that reads pprune for fun and profit is probably paying a bit more attention to their flying than the average Joe.
Anyhow, I suspect your demographic is a bit skewed here, Crab. Anyone that reads PPRuNe for fun and profit is probably paying a bit more attention to their flying than the average Joe.
it is too easy to get a light helo to the point where it will just about hover OGE but that gives you absolutely no margin for error to deal with turbulence, wind shear, less than perfect flying or dirty blades/sluggish engine.
One option is to give yourself a thrust margin (we tend to use 5%) such that you calculate your max AUM for the conditions to hover OGE and then take 5% of that mass off and use that as your new 'don't go above' AUM. In that way you have some spare performance for 'the wife and kids' and should avoid embarrassing settling with power when making steep approaches.
