Heard through the grapevine a leased seneca was crashed by MRC, anyone have any other info?
I wonder if MRC hired little pistons to be one of their instructors ;)
MRC
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Strega
- Posts: 384
- Joined: Tue May 05, 2015 1:43 am
Im not sure...
I think I got it though,, maybe its important to have an instructor that has experience in crashing/wrecking airplanes, so they can transfer that knowledge on to the student. Make it "ok" to crash or bend metal because its a "learning experience"
I think I got it though,, maybe its important to have an instructor that has experience in crashing/wrecking airplanes, so they can transfer that knowledge on to the student. Make it "ok" to crash or bend metal because its a "learning experience"
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
To learn how to do a split-S like the expert multi
instructors, first you need to practice an inside loop
because the second half of an inside loop (from
inverted at the top, downwards) is precisely the
maneuver you are going to fly after the 1/2 roll
entering the split-S.
Most people, after they've done a few inside loops,
notice that the airspeed is pretty low, and the
controls are pretty sluggish while inverted at
the top.
This is precisely the condition - I won't call it a
"top gate", despite that being precisely what it
is, because it hurts the feelings of the four bars,
who like to fly Hawker Hunters at airshows in
England - that you must be in, after you complete
the 1/2 roll from upright to the inverted at the
start of the split-S.
In other words, you must do the 1/2 roll very
slowly. This is not easy to do precisely, even
for a four bar.
Extra speed after completing the 1/2 roll - which
is what everybody has - results in very high G
and airspeed out the bottom of the loop. Expect
to exceed your structural G and Vne, unless you
are flying something ridiculously overbuilt, which
is good for +15G or +20G design limit.
You will certainly black out from the G, at the
exit of the maneuver where you trash the airplane.
Expect to lose at least some small parts, of not
big parts of the airplane. Expect permanent
deformation of the airframe and wings.
Increasing the radius will help a bit, reducing
the +G but increasing the airspeed even farther
beyond Vne, at least until you run out of height
and impact the ground. If you don't hit the ground
expect a serious problem with flutter that killed
my friend Andy Philips and if IIRC Steve Whitman.
This is what TC Inspectors do, we are told. I
have a bit of a credibility issue with that.
instructors, first you need to practice an inside loop
because the second half of an inside loop (from
inverted at the top, downwards) is precisely the
maneuver you are going to fly after the 1/2 roll
entering the split-S.
Most people, after they've done a few inside loops,
notice that the airspeed is pretty low, and the
controls are pretty sluggish while inverted at
the top.
This is precisely the condition - I won't call it a
"top gate", despite that being precisely what it
is, because it hurts the feelings of the four bars,
who like to fly Hawker Hunters at airshows in
England - that you must be in, after you complete
the 1/2 roll from upright to the inverted at the
start of the split-S.
In other words, you must do the 1/2 roll very
slowly. This is not easy to do precisely, even
for a four bar.
Extra speed after completing the 1/2 roll - which
is what everybody has - results in very high G
and airspeed out the bottom of the loop. Expect
to exceed your structural G and Vne, unless you
are flying something ridiculously overbuilt, which
is good for +15G or +20G design limit.
You will certainly black out from the G, at the
exit of the maneuver where you trash the airplane.
Expect to lose at least some small parts, of not
big parts of the airplane. Expect permanent
deformation of the airframe and wings.
Increasing the radius will help a bit, reducing
the +G but increasing the airspeed even farther
beyond Vne, at least until you run out of height
and impact the ground. If you don't hit the ground
expect a serious problem with flutter that killed
my friend Andy Philips and if IIRC Steve Whitman.
This is what TC Inspectors do, we are told. I
have a bit of a credibility issue with that.
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
I don't know as much about aerobatics as any
TC Inspector, but if you ever find yourself inverted,
pulling through almost certainly guarantees
your death. See above.
Far better than dying, is to let the nose drop to
the inverted 45 - no thrust is required during this
gentle negative G - gain some airspeed, and 1/2
roll upright to the 45 downline, and pull level. A
nine year old can do that.
Even better, if you have sufficient airspeed or
thrust during negative G (engine systems will
probably not like it) is while inverted, to push
the nose up to the sky, and continue the roll
with full aileron deflection and do a 1/2 roll
upright. Full top rudder through knife edge
to keep the nose up. Takes some practice -
requires the abilities of a 14 year old - but
results in absolute minimum loss of altitude.
Again, I don't know every much about aerobatics
so take that with a grain of salt. Get any TC
Inspector to demonstrate these very basic
techniques of unusual attitude recovery which
IMHO every CPL should learn.
TC Inspector, but if you ever find yourself inverted,
pulling through almost certainly guarantees
your death. See above.
Far better than dying, is to let the nose drop to
the inverted 45 - no thrust is required during this
gentle negative G - gain some airspeed, and 1/2
roll upright to the 45 downline, and pull level. A
nine year old can do that.
Even better, if you have sufficient airspeed or
thrust during negative G (engine systems will
probably not like it) is while inverted, to push
the nose up to the sky, and continue the roll
with full aileron deflection and do a 1/2 roll
upright. Full top rudder through knife edge
to keep the nose up. Takes some practice -
requires the abilities of a 14 year old - but
results in absolute minimum loss of altitude.
Again, I don't know every much about aerobatics
so take that with a grain of salt. Get any TC
Inspector to demonstrate these very basic
techniques of unusual attitude recovery which
IMHO every CPL should learn.
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ScudRunner-d95
- Posts: 1349
- Joined: Thu Feb 13, 2014 5:08 pm
Cargojet went playing in the mud the other day in YQR thsts about all I've heard of out west.
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Three Bars
- Posts: 24
- Joined: Mon Apr 03, 2017 4:22 pm
Stay on topic. This is a post of dubious veracity being used to bash someone endlessly who won't even read it.
It's like Clint Eastwood debating a chair, online forum edition.
It's like Clint Eastwood debating a chair, online forum edition.
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ScudRunner-d95
- Posts: 1349
- Joined: Thu Feb 13, 2014 5:08 pm
I thought the chair held its own in that debate
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Chuck Ellsworth
[quote]Stay on topic. This is a post of dubious veracity being used to bash someone endlessly who won't even read it. [/quote]
Oh, I think he reads it.
To bad he can't come here and explain why he would use an unorthodox maneuver to recover from an upset.
He now works for T.C. does that not make you a bit uncomfortable with how low a level of competency they require to work for them?
Remember you are paying him now and maybe for many decades.
Oh, I think he reads it.
To bad he can't come here and explain why he would use an unorthodox maneuver to recover from an upset.
He now works for T.C. does that not make you a bit uncomfortable with how low a level of competency they require to work for them?
Remember you are paying him now and maybe for many decades.