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Rolling a Non Aerobat 150



 
 
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  #31  
Old March 27th 07, 03:10 AM posted to rec.aviation.aerobatics,rec.aviation.piloting,rec.aviation.student
Bertie the Bunyip
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Default Rolling a Non Aerobat 150

On 26 Mar, 19:03, pittss1c wrote:
C J Campbell wrote:
On 2007-03-23 08:33:20 -0700, "karl gruber"
said:


I have an acquaintance that kicked his way out the windshield of a
Citabria,
after the wings folded up against the fuselage.


Karl
"Curator" N185KG


Amazing what you can do with the proper motivation.


I think the important statistic would be to look at the fatal accidents
where the pilot was wearing a parachute, and see how many are unstrapped
and trying to get out when they hit the ground.
In the searches I have done, I don't remember ever seeing this (although
I was focusing on Pitts accidents.


I know of one, at least. Wing folded over the canopy. We think he
tried to roll it to get the wing untangled, but who knows? First
friend I lost to aerobatics. I also met a guy who only managed to get
out of his Decathlon at the last possible second when his elevators
got stuck full down.. He had got tangled in the structure for a
loooong time before he was sudenly ejectedat a few hundred feet just
before the thing hit the ground. The chute opend and he only broke his
legs. Was out competing in just a few months though!

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  #32  
Old March 28th 07, 10:47 PM posted to rec.aviation.aerobatics,rec.aviation.piloting,rec.aviation.student
Gregg Germain
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Default Rolling a Non Aerobat 150

"Capt. Geoffrey Thorpe" The Sea Hawk at wow way d0t com wrote:


Some where the occupants got out but not in time - there was no indicaton
if they took too long to start to get out or had too much trouble getting
out (These were Pitts in spins iirc) . In one, the student made it out,
but the instructor was still belted in (Citabria)


When I was in college I read a number of articles where pilots who bailed
out said they did hesitate a bit because jumping was so new to them...they
had never done it.

I knew that someday I'd be doing aerobatics so I went to a jump school and
took skydiving lessons. Back then (1976) you started out with static line
jumps. I did a few of those and worked up to 15 second free falls. I was
totally comfy with jumping and that was enough for me.

Now that I'm actually taking aerobatic lessons, I'm glad I did it. If I had
to get out, and could get out, I don't believe I'd think twice.


  #33  
Old March 29th 07, 12:22 AM posted to rec.aviation.aerobatics
john smith[_2_]
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Posts: 393
Default Rolling a Non Aerobat 150

In article ,
Gregg Germain wrote:

I knew that someday I'd be doing aerobatics so I went to a jump school and
took skydiving lessons. Back then (1976) you started out with static line
jumps. I did a few of those and worked up to 15 second free falls. I was
totally comfy with jumping and that was enough for me.


Interesting. I did the same thing for the same reason (1973).
I skydived for six years before I started flying.
205 jumps and a Jumpmaster/C-license.
  #34  
Old December 21st 08, 04:44 AM posted to rec.aviation.aerobatics,rec.aviation.piloting,rec.aviation.student
Private
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Default Rolling a Non Aerobat 150


"C J Campbell" wrote in message
news:[email protected]
On 2007-02-28 19:41:14 -0800, john smith said:

In article . net,
"Todd W. Deckard" wrote:

Why would you say this? The door would be fairly easy to open in a spin.
In a high speed loss of control it might be very difficult to overcome
aerodynamic resistance but it is possible to open a forward hinged door
and force it open enough to squeeze out at even 100kts in straight
flight.
With a modern canopy you stand a chance of a survivable deployment at
even a few hundred feet.


I wouldn't be too positive about those statements.
I have over 300 freefalls and 25 hours of acro in a Citabria.
The Citabria only has one door... on the right side. In a right spin,
the rate of descent is still going to be about 800 fpm with an indicated
airspeed of 45-50 mph. That's quite and airload on the inside turn side
of the airframe. Add to that centrifugal forces and getting through the
doorway after jettisoning the door will be a challenging proposition.
You have two sets of seatbelts to release, a headset to remove and a
body with a parachute attached to fit through the doorway. When you exit
you will be on the inside side of the airplane, which you have to clear
before you pull the D-ring.
Tic-toc, the clock is winding down as fast as the altimeter.
I have knowledge of only one acro pilot who successfully exited a
Decathlon.


There was a guy down in Borrego Springs who managed to bail out when his
Citabria would not recover. Checking the wreckage later he found the
seatbelt from the rear seat had wrapped itself around the stick.

He could have sworn he had secured that thing.
--
Waddling Eagle
World Famous Flight Instructor

ISTR a report by an owner of a (new?) Citabria/Decathlon who successfully
bailed out of his aircraft after the rear seat back fell forward and jammed
behind the stick and limited back movement. My Citabria instructor was
quite clear that checking the small tie back cable on the seat back was a
required part of every pre-flight. IIRC there was a photo of him holding
his loose unpacked parachute and standing in front of a pile of what was
once his aircraft. IIRC the report was in the form of a thank you to the
manufacturer (Strong?) of the parachute and was on his website.

Happy landings,


  #35  
Old December 21st 08, 03:04 PM posted to rec.aviation.aerobatics,rec.aviation.piloting,rec.aviation.student
Viperdoc[_6_]
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Default Rolling a Non Aerobat 150

The photo is seen often in the IAC magazine- it was a Paraphernalia chute. I
have had four of these in various iterations, and the master rigger that
repacks them for me says they have the best design, in his opinion. Dan
Tarasevich, of Paraphernalia, is at Oshkosh, and is a great guy, and
supports his product.

Bailing out can be a challenge under any circumstances, even when everything
goes right. However, getting a door open in a 152 and out of the plane,
without snagging on something could be a real challenge. If the plane is
within weight and balance limits, any spin should be recoverable (upright or
inverted), with the proper inputs and enough altitude.



 




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