Rolling a Non Aerobat 150

Corky Scott wrote:

What is the answer your boss wants to hear?

That's the correct question to ask.

From what I've read, I think the "book" answer is to maintain attitude control
as well as possible, don't worry about altitude excursions much, and try to get
out of it. I've read differing opinions on the best way to accomplish the
latter; some people like a 180 and others say that the shortest way out may be
straight ahead. Communication with ATC also has to be fit in there somewhere.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

George Patterson wrote:
From what I've read, I think the "book" answer is to maintain attitude control
as well as possible, don't worry about altitude excursions much, and try to
get out of it. I've read differing opinions on the best way to accomplish the
latter; some people like a 180 and others say that the shortest way out may be
straight ahead. Communication with ATC also has to be fit in there somewhere.


Don't worry about altitude excursions *at all*. My father told me about
crossing the Sea of Japan and getting caught in a thunderstorm. Upon being
querried by the copilot, he told him: "Don't worry everybody is in the same
updraft". That may or may not be true but more aircraft are bent by
overstressing than by collision. I've been at idle with the nose pointing
downhill and been climbing at a rate that pegged the VSI upward. I chose to let
the altitude go. Talking to ATC is a low priority compared to keeping the wings
level. That is your primary concern... wings level.

I'm a believer in the straight ahead method unless you have a reason not to.
Remember, thunderstorms are shaped like a "V" with the narrowest point down low.
Sometimes ATC will swear there's a huge area in front of you when in fact there
are numerous holes... down low. I prefer to fly underneath if at all possible.
With embedded storms, that isn't possible. You take what you get and hope you
get spit out on the other side intact.

They are *very* scary.



--
Mortimer Schnerd, RN

VE

On Thu, 09 Jun 2005 17:37:20 GMT, "Mortimer Schnerd, RN"
wrote:

Don't worry about altitude excursions *at all*. My father told me about
crossing the Sea of Japan and getting caught in a thunderstorm. Upon being
querried by the copilot, he told him: "Don't worry everybody is in the same
updraft". That may or may not be true but more aircraft are bent by
overstressing than by collision. I've been at idle with the nose pointing
downhill and been climbing at a rate that pegged the VSI upward. I chose to let
the altitude go. Talking to ATC is a low priority compared to keeping the wings
level. That is your primary concern... wings level.

I'm a believer in the straight ahead method unless you have a reason not to.
Remember, thunderstorms are shaped like a "V" with the narrowest point down low.
Sometimes ATC will swear there's a huge area in front of you when in fact there
are numerous holes... down low. I prefer to fly underneath if at all possible.
With embedded storms, that isn't possible. You take what you get and hope you
get spit out on the other side intact.

They are *very* scary.

The one I passed close to while flying to Oshkosh in the UPF-7 Waco
was scary enough, and we were trying to stay away from it. This was
easy to do though because the cells were widely isolated and the
visibility between them was very good. It was late in the afternoon
which greatly contributed to their presence.

As I mentioned, the clouds were a vicious dark blue/green color and
the pure white column of rain coming down on the center of Chicago
literally blotted out the entire center of the city. Lightning bolts
were striking all around the water column every two to three seconds.
Wish I'd had a camcorder along.

Couldn't imagine attempting to fly through it because of the dense
column of water and lightning strikes. And I'm not even going to
think about the turbulence...

Anyone read that story about the fighter pilot who bailed out of his
jet and floated down through a thundercell? I use the word "floated"
loosely, it took him a long time between plummeting down and being
blasted up, all the while being cannonaded by blasts of lightning and
ear piercing concussions of thunder.

Guess it wasn't his day to go that day.

Did a quick Google search and found the story:
http://www.aero.com/publications/par...610/pc1096.htm

Corky Scott

Mortimer Schnerd, RN wrote:
the altitude go. Talking to ATC is a low priority compared to keeping the wings
level. That is your primary concern... wings level.

Aviate. Navigate. Communicate.

are numerous holes... down low. I prefer to fly underneath if at all possible.

I prefer to avoid them altogether. There's no reason (for me) to fly in
any thunderstorm. If the weather is like that, I should be on the
ground watching.

Chris

Chris G. wrote:
I prefer to avoid them altogether. There's no reason (for me) to fly in
any thunderstorm. If the weather is like that, I should be on the
ground watching.


We all should. Unfortunately, the nature of IFR flying doesn't always allow you
the luxury. There have been numerous trips in solid IFR where I avoided
convective events but needed to take the chance to get any utility out of
flying. (Can't get to the Bahamas without risking it *somewhere*.) There have
also been a few where I inadvertently flew into an embedded cell. No fun at
all.



--
Mortimer Schnerd, RN

VE

George Patterson wrote:
Corky Scott wrote:

What is the answer your boss wants to hear?

That's the correct question to ask.

From what I've read, I think the "book" answer is to maintain attitude control
as well as possible, don't worry about altitude excursions much, and try to get
out of it. I've read differing opinions on the best way to accomplish the
latter; some people like a 180 and others say that the shortest way out may be
straight ahead. Communication with ATC also has to be fit in there somewhere.


I'm a fan for the 180.
Penetration of turbulance I'd slow the a/c and maintain direction (yes,
I've flown sailplanes in wave and viewed rotor from the wrong side)

George Patterson wrote:

Corky Scott wrote:


What is the answer your boss wants to hear?


That's the correct question to ask.

From what I've read, I think the "book" answer is to maintain attitude
control as well as possible, don't worry about altitude excursions much,
and try to get out of it. I've read differing opinions on the best way
to accomplish the latter; some people like a 180 and others say that the
shortest way out may be straight ahead. Communication with ATC also has
to be fit in there somewhere.

But if you simply avoid thunderstorms like you avoid stalls, then you
don't need to worry about any of these techniques, right? :-)


Matt

Matt Whiting wrote:
But if you simply avoid thunderstorms like you avoid stalls, then you
don't need to worry about any of these techniques, right? :-)


Unfortunately, that requires you fly VFR at all times.



--
Mortimer Schnerd, RN

VE

Since I'm not IFR certified, that sounds good to me! ;-)

Chris


Mortimer Schnerd, RN wrote:
Matt Whiting wrote:

But if you simply avoid thunderstorms like you avoid stalls, then you
don't need to worry about any of these techniques, right? :-)



Unfortunately, that requires you fly VFR at all times.

Matt Whiting wrote:

But if you simply avoid thunderstorms like you avoid stalls, then you
don't need to worry about any of these techniques, right? :-)

Yep, and that's what I do. VFR all the way.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.