Easiest way to kill yourself in a plane

[avbug]

And for those random failures later on and to triple maintenance costs.....never, ever....lean on the ground.

Huh??

 

[minitour]

Let's see, I think they call it energy management.

Okay...fair game

Now, if you were simulating a departure stall in a short or soft field situation, that's a completely different story. But if you are doing a power-on stall as part of a task area on a practical test, I'd learn how to leave the flaps out of it.

-Goose

It's funny that you bring up the PTS because in The Commercial Pilot PTS I have in front of me it says:

VIII. AREA OF OPERATION: SLOW FLIGHT AND STALLS
C. TASK: POWER-ON STALLS (ASEL and ASES)
*chopped to keep you reading*
Objective. To determine that the applicant:
*chopped again to keep you reading*
7. Retracts flaps to the recommended setting, retracts the landing gear if retractable, after a positive rate of climb is established.

...so before I go busting the checkride for using 10* of flaps (it'll be in a 172RG) for the power on stall demonstration, tell me again why it's wrong?

-mini

 

[Goose Egg]

...so before I go busting the checkride for using 10* of flaps (it'll be in a 172RG) for the power on stall demonstration, tell me again why it's wrong?

First of all, if you will kindly refer to my original post, I explicitly stated that performing a power-on stall with flaps was not necessarily the "wrong" way to do it. And may I add that using 10 degrees of flaps to help slow the airplane for a power-on stall is completely unnecessary. However, to use 10 degrees of flaps in a power-on stall to simulate a takeoff configuration is realistic and concievable. Let's get that straight.

Secondly, the power-on stall is practiced to gain proficiency in recovering from stalls in takeoff and climbout conditions and configurations. Since zero flaps is an approved takeoff setting for the C-172RG, your examiner could concievably ask you to perform it in that configuration. I'd be prepared for it.

Fortunately, preparing for it consists of about 5 min. of extra stall practice.

-Goose

 

[Goose Egg]

One more thing...

It just so happens that I have a 1981 Cutlass RG Information Manual here, and I did a bit of checking.

From page 4-16 of the manual:

"Normal and short field takeoffs are accomplished with the wing flaps 0*... At takeoff weights of 2550 pounds or less, (max gross is 2650) 10* may be used if desired for minimum ground runs or takeoffs from soft or rough fields."

Now, I don't know what year of Cutlass you are flying, but it sounds to me that you ought to be ready to do a power-on stall with the flaps up. Also, I think it's kind of interesting that the use of any flap setting other than 0* is not allowed when the aircraft is within 100 lbs. of max gross weight. (I honestly have no idea why that is, but it is interesting.)

-Goose

 

[rumpletumbler]

Huh??

the mixture (and I was kidding)

 

[Vandal]

Okay...fair game

It's funny that you bring up the PTS because in The Commercial Pilot PTS I have in front of me it says:

VIII. AREA OF OPERATION: SLOW FLIGHT AND STALLS
C. TASK: POWER-ON STALLS (ASEL and ASES)
*chopped to keep you reading*
Objective. To determine that the applicant:
*chopped again to keep you reading*
7. Retracts flaps to the recommended setting, retracts the landing gear if retractable, after a positive rate of climb is established.

...so before I go busting the checkride for using 10* of flaps (it'll be in a 172RG) for the power on stall demonstration, tell me again why it's wrong?

-mini

This is like listening to third graders try to argue quantum mechanics...

 

[Birdstrike]

Couple more ideas: Know where you are on a sectional all the time...don't rely on GPS or even a VOR...change the flashlight batteries once in awhile...carry a spare everything...an empty plastic liter bottle can be worth its weight in gold (when full)...update your weather hourly...invest in a good quality headset of your own...learn how to really read airport signs and runway markings...use worst case fuel burn figures off the charts.

 

[JediNein]

Actually quantum mechanics was very understandable in the third grade. It becomes difficult when the college professors try to inflate their egos by making it difficult when they don't have a firm grasp on relativity on uncertainty.

Grab a copy of the book, "The Killing Zone." That's what you need to know to get through 300-500 hours. Hopefully you chose a good instructor and won't have to worry about hours .9-300.

Fly SAFE!
Jedi Nein

 

[minitour]

...Also, I think it's kind of interesting that the use of any flap setting other than 0* is not allowed when the aircraft is within 100 lbs. of max gross weight. (I honestly have no idea why that is, but it is interesting.)

-Goose

...haven't been able to get a good answer on that either. I always thought the idea of a short field takeoff was to get off the ground the quickest...if you aren't using flaps, how does your ground roll shorten?

-mini

PS
Sorry for the confusion on the original post

 

[9GClub]

Yep,

I've got a copy of "The Killing Zone" (Paul Craig) and also "Beyond the Checkride" (Howard Fried). I highly recommend both. Also, I've found that watching "Top Gun" at least three times a week is good mental preparation.

As for the short field, can't you kick in 10 degrees and hold Vx (in the -172)? And, for the soft-field, use flaps and then retract or reduce 'em in ground effect?

 

[ohiopilot]

I was taught to never reduce your flaps until you had a couple of hundred feet under you. When you do it, it causes the airplane to pitch (unfavorably if you're too close).

 

[minitour]

...
As for the short field, can't you kick in 10 degrees and hold Vx (in the -172)? And, for the soft-field, use flaps and then retract or reduce 'em in ground effect?

thats what I always thought (except for retracting in ground effect...I usually wait til I've cleared the obstacle and excellerated to Vy) but the RG POH says 0 flaps...still don't know why though...

-mini

 

[Goose Egg]

This is like listening to third graders try to argue quantum mechanics...

Oh come on. I've got to be in the 5th grade, at least!

-Goose

 

[91100 100 set]

This probably won't kill you, but it can be very distressing and embarassing... make sure you know how to work the audio panel on the airplane. I once screwed up the little 3 position switch in the 152 I was soloing in. Headphone, Speaker, or Off. And yep, somehow it ended up in the Off position without me knowing it. Good thing I was still only in the run-up pad. To this day I don't know how or when it got there, or how I got from the ramp to the run-up area with it off! Years later and a few more buttons on the audio panel, people still can do that, as it's not at all uncommon to hear folks talking to their push crew or passengers on clearance or ground. That's something I still have not done, but I'm sure I will at some point.

 

[bender]

Grab a copy of the book, "The Killing Zone." That's what you need to know to get through 300-500 hours. Hopefully you chose a good instructor and won't have to worry about hours .9-300.

Yep,

I've got a copy of "The Killing Zone" (Paul Craig) and also "Beyond the Checkride" (Howard Fried). I highly recommend both.

I third the book - It kept me from even contemplating scud running back into my home field back when I was fresh out of the PPL checkride.