True Safety....or Revenue?

[Colonel]

This is what death looks like:



You might say, "Hey, I will never have to worry about that".

Well, the contest aerobatic community just had a head-on
collision that they are trying to hush up.  Two aircraft trying
to land on opposite directions of the same runway.  Incredibly,
it devolved into a discussion of shoulder harnesses, which
was a pity, because when people refuse to learn from something,
they're going to repeat it.

[Slick Goodlin]

[quote author=Colonel Sanders link=topic=7506.msg20738#msg20738 date=1511272123]
[b]I only recall a tiny fraction of what I learned as an under-grad, but I learned [i]how to learn[/i].[/b]
[/quote]
I figure that's basically the key to the universe right there.

[Colonel]

Here's something I taught myself.

Joinups have nothing to do with formation flying.  In fact, if you
take off and land in formation, you never have to worry about
doing joinups.  Hahahahahaha.  No.

Joining up two (or more) aircraft was always shrouded in mystery
to me, and not explained well.  Typical aviation bullshit.

One day, the light bulb went on.  See, despite what TC tells you,
if you understand mathematics, you can comprehend physics,
and if you understand physics, you can comprehend engineering.

A joinup is just a newtonian physics problem, and I know a little
bit about mathematics.  Not as much as a TC Inspector, but ....

Anyways, what I figured out is that for two aircraft to be in formation
they must have the [b]same energy[/b].

Energy can be defined as the sum total of their potential and kinetic
energy.  Potential energy (mgh) comes from height, and kinetic
energy (1/2mv^2) comes from speed (or velocity).

So if you understand a little physics, you suddenly realize that a
level joinup (same potential energy) with overtaking speed requires
you to suddenly dump that excess kinetic energy at the moment
of joinup.  Not going to happen.

It gets worse if you insanely tried to join up from above.  In that
case you would have both excess potential and kinetic energy and
you would be guaranteed to blow past the lead.

So if you understand just a little mathematics, it becomes obvious
to you that it is easiest to [b]join up from below[/b].  You are going
faster than the lead, but you are lower than him, and you slide up into
position, trading off your excess kinetic energy into potential energy.

I am not as good a pilot or as bright as a TC Inspector, but my
preferred method of joining up is wide open throttle.  Maximum
energy.  Intentionally drop the nose when you blow past the lead
and do as many barrel rolls around the lead as required to dissipate
your excess energy.  Most fun you can have with your pants on,
guaranteed.

Nobody fucking mentored me on this, but this will keep you alive
during a formation joinup:  if you have too much energy, don't
pull back on the stick like a contest pilot.  Drop the nose, go
under the lead, and pop up on the other side.

[mcrit]

[quote author=Rookie Pilot link=topic=7506.msg20716#msg20716 date=1511209436]
I am curious if you have to use that form to tell is someone is competent. Is the system dumbed down that much?
[/quote]

It comes down to the level of risk the FTU is willing to assume.  From a personal standpoint I'd be willing to let an experienced pilot take an airplane trans-border provided I had given him a really good ground briefing and I was sure that everything I had said had sunk in.  Other people might want to lower the risk level a bit more; If you've actually seen the student perform a border-crossing under supervision it gives you that much more confidence that they can do it without supervision. 

[Strega]

I'm not very smart,,  but what is so complicated about flying a GA aircraft to the US?

[Slick Goodlin]

[quote author=Strega link=topic=7506.msg20745#msg20745 date=1511287885]
I'm not very smart,,  but what is so complicated about flying a GA aircraft to the US?
[/quote]
It's the paperwork, the slight difference in procedure, and the consequences of screwing it up.

[Colonel]

I never have a problem with CBP.  And flying in
the USA is a breeze.  I love it that there are so
many airports everywhere, and the service from
the FBO's is exceptional.

Only thing I've noticed is that ATC has trouble
with C-registrations.

[Slick Goodlin]

[quote author=Colonel Sanders link=topic=7506.msg20748#msg20748 date=1511295252]
I never have a problem with CBP.
[/quote]
Neither do I, but I did my US checkout.


CBP is pretty good.  Just have your shit together prior to going (eAPIS, courtesy phone call before departure, Gen Dec if needed, import paperwork if the plane is being left behind for any length of time), stay in the plane until the customs officer lets you out, have your passport handy, sunglasses off, and be honest and friendly about the whole thing.  Except for the one time I thought I was going to get shot, US CBP agents have all been excellent to work with.

[Strega]

Ive never had any issues on either side of the border.. flying both C and N registered aircraft.


you file eapis, call customs, file a plan, and thats it.  Why does that need a "check out"?