Re: PilotWorkshops :: LAHSO

Inspent — Sat, 02 Feb 2019 15:26:12 -0000

If you "decline" are you still cleared to land ... without the restriction to to hold short???

Re: PilotWorkshops :: Engine Failure On Takeoff - Turner

Inspent — Fri, 01 Feb 2019 03:09:05 -0000

You bet!!!

Re: PilotWorkshops :: Engine Failure On Takeoff - Turner

Inspent — Thu, 31 Jan 2019 02:53:50 -0000

In the event of an engine failure on takeoff the traditional
advice of “continue to fly as close to
straight ahead as possible … and as long as possible until the aircraft comes
to a full stop” … is sound in MOST cases.

However, some terrain conditions can greatly influence that decision ... so KNOWING,
with reasonable certainty, what SPECIFIC altitude is needed to be reasonably
assured of being able to SAFELY making an "IMPOSSIBLE TURN" can
'sometimes'
be well advised.

And if that altitude is too high it is not going to do you much good because
you'll never be able to get back to the airport ... even if the turn itself is successful.

As with all things in aviation supervised training, and practice, in the actual
aircraft … are omnipotent.

So a while back I took my Alon Aircoupe up to 5,000 feet AGL and practiced ...
over and over and over ... always waiting 5 seconds before attempting it.

But, before I even began to practice the impossible turn itself I first
practices simulating the conditions that are usually present in loss of control
when turning base to final.

I repeatedly deliberately cross controlled while in steep turns at very slow
speeds to find out what my aircraft will do if I accidentally misuse the controls.

Now, admittedly, my Aircoupe (with
peddles by the way) is literally IMPOSSIBLE TO SPIN ... in fact you can put
it into a power off stall and just hold it there indefinitely and you will STILL
have FULL aileron and rudder control and response ... and even if you kick
either rudder to full extension while in that condition ... it still will not
spin ... or even come close.

So I strongly recommend careful supervised training and practice before you try
the rather unconventional procedure I developed for myself.

You had better KNOW, ABSOLUTELY, POSITIVELY WHAT YOUR AIRCRAFT WILL DO IF YOU
MESS UP ON THE CONTROLS ... BEFORE YOU EVER TRY THIS.

After practicing enough so I KNEW what my ship would do in the worst case scenario
I began pulling back the power at 5,000 AGL and then, after waiting at least 5
seconds to simulate response time, I would rack the aircraft over as hard as I
could to see how much altitude I lost by the time I got 180 degrees
around.

And I was rather surprised to learn that I was consistently able to complete a
180 degree reversal in direction with only about 300 feet of altitude
lost.

BUT WAIT,,, 180 degrees is NOT ENOUGH ... because unless you either turn about
225 degrees to get around ... you then have to turn BACK another 45 degrees or
so to get back to the runway (because
turns take up distance ... that 180 degrees is going to put you a ways from the
runway) ... or you do “something else” ... you are NOT
going to get back to the airport.

So … here is the "SOMETHING ELSE" I came up with ...

On EVERY take off, instead of forcing the plane to go a straight line of
departure after lifting off the runway... if there IS a crosswind I let it
drift down wind... or if there is NO cross wind, I DELIBERATELY make the
aircraft drift to the side of the runway.

With no wind I prefer to drift to the right of the runway.

This does TWO very important things...

First, this helps me to ALWAYS envision my entire take off
BEFORE I start my take off roll ... expecting the engine to quit ... thus,
hopefully, reducing my reaction time needed because I AM expecting an engine
failure ... somewhat.:)

Second, by drifting to the left or right of the runway immediately after
leaving the ground I have less of a turn to make to get reverse direction to get
fully lined up with the runway.

My home airport only has one runway and immediately after it ends in both directions
the ground falls VERY steeply down ... and there is nothing but dense woods in
all directions on one end ... and a drop-off and a crowded metropolitan area on
the other.

So, that is why I wanted to have an ALTERNATIVE to going straight ahead and
flying the aircraft until the END of the crash.

Know I know ... absolutely positively that as low as 300 to 400 feet I can
persistently SAFELY do an IMPOSSIBLE TURN and land back on the runway ... in
either direction.

I have practiced this admittedly UNORTHODOX procedure MANY
times in ACTUAL SIMULATIONS after takeoff.

Now I know I'm going to get a lot of comments and arguments on this ... but,
I'm OK and confident with it.

But, until you KNOW ABSOLUTELY POSITIVELY WHAT YOUR AIR
CRAFT WILL DO ... EVERY TIME ... AND WHAT IT WON'T DO ... "Don't try this
at home kids... :)

Re: Brand Dilution

Inspent — Thu, 10 Sep 2009 01:30:14 -0000

The use of external sprinklers systems seems like such an obvious approch to protecting homes susseptible to wild fires, does anyone know why it hasn't been more common. I am interested in designing a system?

Can anyone give me more information that may help me in that design?

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Re: PilotWorkshops :: LAHSO

Re: PilotWorkshops :: Engine Failure On Takeoff - Turner

Re: PilotWorkshops :: Engine Failure On Takeoff - Turner

Re: Brand Dilution