Quiz --- Try These

[GyRoss]

OK some situatuions to get you thinking..

What would you do in the following situations

1 Engine failure your at 100 feet after take-off and you just passed the end of the runway?

2 Engine failure in circuit , mid downwind at 500 feet.

3 From 200 feet AGL how long till land after engine failure

4 Nill wind day. You have no prerotator and a Rotax 582 that idles at 2000 rpm.
To spin up your blades you have a choice to taxi up or down hill. What is your best option in this situation?

5 Your about to start your machine and then spin up your blades. What do you need to consider before starting your machine? (prop blast is one ,,,what else)



Gyross

[rotor]

OK some situatuions to get you thinking..

What would you do in the following situations

1 Engine failure your at 100 feet after take-off and you just passed the end of the runway? Maintain airspead and land some where ahead of you.


2 Engine failure in circuit , mid downwind at 500 feet.

Maintain airspeed - nose down turn into wind and land on the runway (if it's clear to do so).


3 From 200 feet AGL how long till land after engine failure

Not long enough to do much more than head for the closest spot under and ahead!!


4 Nill wind day. You have no prerotator and a Rotax 582 that idles at 2000 rpm.
To spin up your blades you have a choice to taxi up or down hill. What is your best option in this situation?

I'd wind em up going up the hill and then turn and take off downhill.


5 Your about to start your machine and then spin up your blades. What do you need to consider before starting your machine? (prop blast is one ,,,what else)
Pre flight check, fuel, radio working, traffic on the ground, traffic in the area, distance to other parked aircraft, check weather forecast, SAR watch (at least leave intentions with somebody) and Oh yeah don't forget to yell CLEAR PROP!!! BUT most important of all is the slab in the cooler for when you get home!!

rotor

[russ]

OK some situatuions to get you thinking..

What would you do in the following situations

1 Engine failure your at 100 feet after take-off and you just passed the end of the runway?pick the smallist trees under me to put it down

2 Engine failure in circuit , mid downwind at 500 feet.easy.......put it on the strip

3 From 200 feet AGL how long till land after engine failure knowing your machine/blades etc will give that answer..........each machine combo is critical

4 Nill wind day. You have no prerotator and a Rotax 582 that idles at 2000 rpm.
To spin up your blades you have a choice to taxi up or down hill. What is your best option in this situation?Begin uphill, then down, then up.......why begin uphill, coz when you get to the top, ya blades will have some energy, and as you return downhill that energy is increasing, which then is used as braking etc at the bottom of the hill

5 Your about to start your machine and then spin up your blades. What do you need to consider before starting your machine? (prop blast is one ,,,what else)is the strip long enough

A technique that one day mite save ya bacon is.........when you "lift off", pull off to one side of the runway, even 50 meters off to the side of it, fly paralel to it as you "climb out", then doing a 180 turn back onto the runway is quicker, coz you aren't wastin precious height to get centred on the runway

And another thing that mite save ya bacon..............experiment with your machine to exactly find out what "your" best glide speed is, then write it on ya dash. Knowing the best speed to get "the furtherist" is a must.



Gyross

[Sonnyj]

I, 2, and 3 are easy.
Find a better machanic :peace:
Cheers
Sonny

[dcarr4321]

Explain in more detail the technique of offsetting to one side of the runway on take off. You stated “Doing a 180 back to the runway is quicker because you don’t have to line up on centerline.” I have not heard of this and want to explore it some more. What are the ramifications for the various scenarios:

Scenario: Take off from the active runway with a left hand pattern and left crosswind.

Is it preferable to be on the left or right side of the runway?

Is it wise to be crossing the centerline of the active runway if you are on the right side of the runway after displacing there and then making an upwind turn?

Is there a preference from a performance point of view in making left or right hand turns?

[russ]

OK.............up here most strips [ actually the bleedin lot ] are surrounded by big timber, all 4 sides, the country is full on "tiger" country.
Many of em are not much wider than me blades, many of em have tree branches hanging out onto the strip......so things can be tight............no probs
If you take off, and stay right above the "strip", and for whatever reason you have a malfunction with no strip left ahead of you, you got bugger all choices, but put it down in the "timber"............. :yikes:

Because you stayed rite above the strip, when you attempt any turn you are now getting AWAY from "the strip" bugger all height, no engine power..............LOOSING height.........here come those trees.

Now if, as you are climbing out, pull out to one side of the strip, and fly parralell to it as you gain height, maybe 50 yards off, if you have a problem, then drop ya nose to maintain some airspeed, reef the stick to the left, and you should be ABOVE the strip......bugger the winds, at least you got clear ground beneath you to land, hopefully successfully.

Practice the technigue at idle, and practice taking off / landings no matter what wind direction you got [ continally taking off / landings etc etc into the wind ] is great............but one day, you guna have no choice, but take what has been dealt to you, and "practising" a genuine emergency with winds etc etc etc all out of your norm is going to make your situation more stressfull.

Safe flying...........

[russ]

A tricky way of working out your "density altitude" on the day..............

Set your altimiter at 1013.........read the height now showing...........let's say it's indicating 400ft

OK..........."guess" the air temperature.........let's say 34 degrees celcius

34 less 15 is 19..........multiply that 19 x 120.........= 2280
add on that previous ......... 400

your density altitude right now is approx....... 2680 ft as you stand there :cheers:

[Aussie_Paul]

Now if, as you are climbing out, pull out to one side of the strip, and fly parralell to it as you gain height, maybe 50 yards off, if you have a problem, then drop ya nose to maintain some airspeed, reef the stick to the left, and you should be ABOVE the strip......bugger the winds, at least you got clear ground beneath you to land, hopefully successfully.



BUT, what if you are on the left side of the strip Russ???? :giggle:

Aussie Paul. :wave:

[rotor]

We still want you to pull the stick to the left Paul ....


You asked for that one :peace:

[Aussie_Paul]

A tricky way of working out your "density altitude" on the day..............

Set your altimiter at 1013.........read the height now showing...........let's say it's indicating 400ft

OK..........."guess" the air temperature.........let's say 34 degrees celcius

34 less 15 is 19..........multiply that 19 x 120.........= 2280
add on that previous ......... 400

your density altitude right now is approx....... 2680 ft as you stand there :cheers:

Wow Russ. Who did that for you???? :giggle:

Aussie Paul. :wave:

[Aussie_Paul]

We still want you to pull the stick to the left Paul ....


You asked for that one :peace:


Why can't I learn to keep my mouth shut and my fingers off the keyboard!!!! :redface:

I took the CFI from this u/l school for and hours intro flight in G-600 this evening. He rents his office and briefing room space from me. The council has painted my building and next month the asbestos roof comes off and a new c/bond roof fitted.

With the swish building now, I might have to wear a tie to work!!!

Aussie Paul. :wave:

[russ]

Hey geoff............pauls problem will be deciding which is his left side...........eeny meeny miny mo........yip thats me left side :evil_laugh:


That method of working out ya density i learnt 20 odd yrs ago, from a real old timer "PNG" pilot, saved his bacon many a time in them mountains etc.

He also told me of that take off technigue..........he was a real character up there, they all flew grossly overloaded, so "tricks" were quickly learnt