On Sun, 26 Mar 2006 07:13:37 -0700, "Matt Barrow"
wrote:


"Roger" wrote in message
.. .
On Sat, 25 Mar 2006 22:36:59 GMT, Jose
wrote:

Let's see: I'm uncomfortable doing unusual attitude recovery in IMC. The

For practice I think it's an unnecessary added risk and really adds
nothing that you can't do under the hood.

accident record shows this to be probably the top killer of IR pilots.

I'm not so sure about that, but I don't know.

In combining the latest Nall Report (which does more to report by aircraft
type) and the data from the ASF's Beech Safety Report (which is more a
comparison of Beech models but also of IR vs non-IR pilots), it _appears_

It should be interesting once there are more SR-22s out there.
The Bo and Debonair (basically same airplane) are deceptively slippery
when you look at the light wing loading, but slippery they are. You
really need to be on your toes all the time and even more so when on
instruments. That's one of the reasons you seldom see a Bo without a
good autopilot that's flown in IMC.

With the nose down that thing will accelerate to Vne in just a few
seconds even though it has a lighter wing loading than some Cherokees.
Now take a SR-22 which is very slippery and I believe has a higher
wing loading and things can go down that slippery slope in a hurry.

the biggest killer of IR pilots is flight into thunderstorms during IMC and

Another reason to upgrade to a nice glass panel with satellite RADAR?

loss of control while maneauvering in IMC (combined factors???...I'm not a

I think if you fly into a thunderstorm the problems with maneuvering
are a given. :-)) OTOH I've been 90 degreed in the clouds and it was
not much more than a big "bump". However any time you pass into
unusually attitudes it's time to keep at least one eye on the TC in
addition to the AI. Keep little airplane in the TC level and the ball
in the center. Low airspeed, get the nose down to the proper attitude.
High airspeed, power off and *ease* the nose up.

OTOH it seems that "inadvertent" flight into IMC is pretty hard on
instrument rated pilots too. Still, we probably never hear about the
ones who survive.

Be it in IMC or under the hood the key is practice and personally I
would prefer to the unusual attitudes with some one in the right seat
who can see.

statistician, nor a "****house lawyer" :~) ).

statistics can mean most anything depending on how a study is
conducted and presented. If you don't know the parameters for the
study then the results don't mean a whole lot.


I'd be intereted in seeing a report that sifts the data out more directly
than trying to extrapolate multiple sources.

And there are so many variables. Time in make and model, total time,
time in the clouds, make and model of aircraft, pilot's attitude
(which is almost impossible to get) Compare high performance retracts
to fixed gear that are not high performance.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

snip