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#21
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Ron Snipes wrote:
Fuel similar in color to automotive fuel was found in both wing fuel tanks, and in the carburetor. The fuel selector handle was found in the on position. The engine crankshaft was rotated by hand at the propeller, which remained attached, and valvetrain continuity was confirmed. Compression was obtained on all cylinders, except for cylinder number 3, which was dislodged from the crankcase. The impact damaged magneto leads were cut from the magnetos, and rotation of both magnetos produced spark on all towers. The spark plugs exhibited normal wear, and their electrodes were black in color. I haven't read too many of these reports so this may be just standard stuff, but it seems odd to me. They already determined the wings came off in flight, why does it mater if the engine quit or not. The end result would have still been the same. -- Chris W KE5GIX Gift Giving Made Easy Get the gifts you want & give the gifts they want One stop wish list for any gift, from anywhere, for any occasion! http://thewishzone.com |
#22
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Marc Adler wrote:
Sorry for the stupid question, but how on earth is this possible? Can't you tell if you're upside down or not? Or is it like being deep underwater? The way it was explained to me once is you have your own instrumentation in your head that is similar to the attitude indicator in an airplane. However it has to reset it's self quite frequently or it sends your brain wrong information. When you are flying in the clouds, with out a visual indication of what is up and down, your internal attitude indicator gets out of calibration in just a few minutes or less (can't remember how long). Then regardless of the feel of g force which could be in any direction when flying, your now out of calibration internal attitude indicator keeps telling your brain what it thinks is up which is most likely wrong. -- Chris W KE5GIX Gift Giving Made Easy Get the gifts you want & give the gifts they want One stop wish list for any gift, from anywhere, for any occasion! http://thewishzone.com |
#23
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ktbr wrote:
T o d d P a t t i s t wrote: If you think it's useless, what is the point of the training then? Please show me where I stated that this training was useless. I never stated that it was useless, only that 3 hours of this training was insufficient to save someone from the situation that the pilot of the 152 encountered in that incident. If it is insufficient for that, it sounds pretty useless to me. -- Chris W KE5GIX Gift Giving Made Easy Get the gifts you want & give the gifts they want One stop wish list for any gift, from anywhere, for any occasion! http://thewishzone.com |
#24
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When we were kids, we all used to spin around until we were "dizzy". Trying
then to walk straight ahead and upright, when you can actually SEE the (real) horizon, is nearly impossible. The confused disorientation of a "tumbled" inner ear is almost overpowering. I'm in the middle of my instrument training. I haven't experienced true spacial disorientation, but I can guess from the above experience, that it will be very easy to lose it in hard IMC. The thought makes me concentrate very carefully on those needles. -- Bob (Chief Pilot, White Knuckle Airways) "T o d d P a t t i s t" wrote in message ... Jose wrote: This is one of the first things one must learn in instrument flying - trust the instruments over your inner ear. They are less likely to be lying to you. When someone hasn't experienced true IMC, this is hard to understand. Referring to it as "your inner ear" makes it seem like there's some inner instrument that you can just ignore and use the aircraft instruments instead. In fact, that "inner ear" is yourself. You KNOW FOR A FACT that you are turning right when the AI says you are turning left. You have to do what you know is WRONG because those damn instruments are telling you to and you know that doing the wrong thing can kill you. It's definitely tough, but it can be learned. -- Do not spin this aircraft. If the aircraft does enter a spin it will return to earth without further attention on the part of the aeronaut. (first handbook issued with the Curtis-Wright flyer) |
#26
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Chris W schrieb:
I haven't read too many of these reports so this may be just standard stuff, but it seems odd to me. They already determined the wings came off in flight, why does it mater if the engine quit or not. The end result would have still been the same. Sometimes the obvious is not the whole story or even simply wrong. It's essential to adhere to established procedures in investigations as well as in the cockpit. Stefan |
#27
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The vestibular system won't detect a roll rate of around 2 degrees per
second. So, he could have found himself (or perceived himself) inverted, and tried to pull rather than roll to upright. Another scenario is a graveyard spiral, and again, a hard pull could over g the airplane. We'll probably never know. This is not so much an issue of how he dealt with the situation, but the decision making process that lead him to take off into poor or deteriorating weather. Again, it comes back to training and judgment. |
#28
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wrote in message
oups.com... It shoudl be *required* that every VFR pilot experience actual IMC in the three hours as part of their VFR training, to recognize and see the real dangers of IMC. One reason that IMC isn't even required for an instrument rating (let alone for a private pilot certificate) is that (benign) IMC is rare in many parts of the country. In those places, an IMC requirement would make it all but impossible to become a pilot. --Gary |
#29
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"ktbr" wrote in message
... I wonder how many PP sans IFR rating actually have practiced simulated instrument flying and unusyal attitudes since their checkride? Good question. I think all pilots should, if nothing else, regularly practice instrument flying on a PC sim. Even good instrument rated pilots (the best ones) set personal minimums until they gain a certain number of hours of instrument flying to gain confidence.... To maintain instrument currency you are required to fly approaches, holding patterns and so forth every six months (and that's bare minimum). If you are doing 10 minutes every 2 years during BFR you are a potential statistic. That's not a valid comparison. Instrument-rated pilots need that much recent experience primarily in order to fly approaches. (And the personal minima chiefly address how low the ceiling and visibility can be for an approach.) No one expects a non-instrument pilot to fly approaches or holds, or even to multi-task well enough to do much navigation in IMC. Emergency preparedness for accidental IMC encounters only involves enough skill to keep the plane upright while maintaining some approximate heading and altitude until VMC is found. --Gary |
#30
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On Sat, 23 Sep 2006 08:47:46 -0400, "Gary Drescher"
wrote in : wrote in message roups.com... It shoudl be *required* that every VFR pilot experience actual IMC in the three hours as part of their VFR training, to recognize and see the real dangers of IMC. One reason that IMC isn't even required for an instrument rating (let alone for a private pilot certificate) is that (benign) IMC is rare in many parts of the country. In those places, an IMC requirement would make it all but impossible to become a pilot. Wouldn't a requirement for IMC operation for a Private certificate make it impossible for a CFI to recommend a student for examination? If such a requirement were in effect, a CFII could be necessary. |
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