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Kevin: I think the heavy really makes a difference. Before I had any helo
training, I got the opportunity to fly a UH-1N. I was able to actually hover the beast with full controls and make pedal turns the first try. I figured that I must be one of those "naturals" and charged off to an R-22. In about 4 seconds I had my tail between my legs wondering what had happened. I've had a ride in a tandem gyro trainer, but it also felt much heavier and ponderous than my Benson. I agree that a lot of experience in different ships will really help the test pilot. But the beginner doesn't have that luxury...I certainly agree that instruction pays off even if you have to just have ground instruction with an instructor watching your taxiing and first lift offs. With radio communication it is possible to gently enter the flight mode if done dang carefully. "Kevin O'Brien" kevin@org-header-is-my-domain-name wrote in message news:2005060513075116807%kevin@orgheaderismydomain name... On 2005-04-26 11:33:46 -0400, "Stuart & Kathryn Fields" said: extended line perpindicular to the prop and that line comes thru Greg higher than his chest, I'm not going to give you vertical c.g. to the 1 or 2 " That was Peter's number, but I think Greg has never claimed that it is CLT, but that it's reasonable close to CLT, and moreover, it is stable. It had a very good record worldwide, although I don't know what the results of the investigation of the fatal in Italy in, I think, 2003(?) have been. I do agree that CLT will make a safer ship. I don't agree with all of the emotional shouting that the non CLT ships were unstable and dangerous. Too many people are still successfully flying them. Reminds me of the famous quote about the BD-5 kitplane: "everyone who lived loved it!" BTW have you ever looked at the accident rate for CFI(G)? I've personally seen some of the dumbest flying comitted by CFIs. True. And ATPs. Two CFIs in one plane can be a hazardous condition, too. The thing is that there are three parts of learning, the motor skills stuff, the book/regulations stuff, and ... judgment. Judgment is very very hard to teach. A very good charter outfit just had a jet mishap in Texas with two 19,000 hour pilots on board. There is an excellent analysis of the accident in Business and Commercial Aviation this month. Something was bugging them about the way they had the modes set up on the display on the airplane, but they couldn't put their finger on it. A good procedure for that might be, go missed, go to hold, sort out the switchology and come back. But these guys had 19,000 hours of always coming through OK and it didn't seem like that big of a problem. I see the same thing in skydiving. Look at the accidents in Parachutist and you will see not so many novices as 5,000 jump D-licence pros who blew a judgment call once. I recently flew a 300# single seat helicopter owned by a man who self taught in the same helo. He could have gotten dual in a R-22, Bell 47, Schweitzer 300, or even a Brantly. Very little of the muscle memory derived from any of these ships would translate to his tiny ship. The experience of flying a lot of different helos probably would have helped. I think that negative transfer from a lifetime of flying Bells was as big a contribution to the demise of Allen Barklage as the exhaustively-discussed engine-out characteristics of the Mini-500. A personal friend got his ticket in a Bell 47 and had he tried to then solo his Safari, his checkout pilot said he would have crashed. My point is that you need to have a different experience baseline to be a test pilot in whatever than you do to fly a machine. The insurers have grabbed a hold of type-specific training and are worrying it like a dog with a bone. If I have a new guy come in with 1,000 twin hours, the insurers will not cover him as PIC in a Duchess (a simple twin trainer) until he has 10 hours dual in type. With an airplane, it's more learning the systems than getting a feel for the handling -- IMHO, that comes very quickly and an average twin pilot can master the handling of the Duchess in all flight regimes in an hour and spend the rest of the time on switchology. With a rotorcraft, you have both to deal with. You can't neglect the systems, but there is a much wider variation in what is considered normal handling and control feel. This is especially true in experimental aircraft, which are not required to meet any particular certification standard. . Similar problems were encountered in training in an RAF then solo your ultralite gyro. Well, yeah, that would be like doing an airplane PPL in a Cessna 206 with 1000 pounds of freight and then expecting a single-seat experimental to handle similarly. I don't have much time in a two seat gyro, but I did get the controls on the Sparrowhawk prototype and it didn't fly anything like my Benson. Had I gotten dual in that ship and then tried to fly my Benson I would have been unlearning a bunch of learned Sparrowhawk responses. What about some of the other twin trainers, like the Parsons and the old SnoBird? Or the Air Command? I haven't flown any of the two seat rails, just the sleds (SH and RAF). -- cheers -=K=- Rule #1: Don't hit anything big. |
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