SkyHog
Touchdown! Greaser!
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- Feb 23, 2005
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Everything Offends Me
Not much in details. Looks like an SR22 crashed into a house in Parker tonight.
Yikes.
Yikes.
...or a low visibility departureTimeline posted here:
https://forums.radioreference.com/c...ft-crash-i-25-ridgegate-area.html#post2929927
Sounds like KAPA Tower was talking to them when they disappeared, which with the weather, probably indicates an Instrument approach to 35R.
What's the min altitude for pulling the chute? If the cirrus was at 7500, the area south of KAPA starts at 5800 and rises, I'm thinking the problem, or the last element of the chain of events was between 6800 and 7500.Man, he had a chute, wish he had used it and if it turns out he did, wish he had used it sooner. RIP
What's the min altitude for pulling the chute? If the cirrus was at 7500, the area south of KAPA starts at 5800 and rises, I'm thinking the problem, or the last element of the chain of events was between 6800 and 7500.
Yeah. It varies, with "CAPS Available" being a fairly standard recommended callout when passing through 500 AGL. There is also a recommendation to pull immediately in the case of disorientation or any emergency below 2,000 AGL)depending on model / year it is between 500 and 1000 AGL
Based exclusively on the audio, there may have also been a maximum deployment airspeed issue (generally 133 KTS). But I also speculate the real issue here was enough disorientation to affect the pilot's ability to make the pull decision.
Yeah. It varies, with "CAPS Available" being a fairly standard recommended callout when passing through 500 AGL. There is also a recommendation to pull immediately in the case of disorientation or any emergency below 2,000 AGL)
Based exclusively on the audio, there may have also been a maximum deployment airspeed issue (generally 133 KTS). But I also speculate the real issue here was enough disorientation to affect the pilot's ability to make the pull decision.
Can't disagree with that, even if it were an actual limitation.When it's on the all on the line, pull. Out of control, disoriented is a pull regardless of closeness to the ground. There have been successful pulls below 400agl. There is not a maximum deployment airspeed, there is a maximum demonstrated deployment speed, which is different. According to Cirrus the chute has worked successfully at speeds in excess of 180 knots. My belief is that the slower you are the less altitude it will take to deploy the chute, but I have been unable to get an answer as to whether this is true. But if you need to pull, forget about numbers and pull, hopefully you'll get to live rather than be a statistic.
Been watching this on the local news. (A fair amount of hysteria and panic, but that is a primary ingredient in most tv news.)
Yes, it was still valid for third class privileges.FAA Airmen website....instrument rated with second class medical as of May 2016. So it became a 3rd class, right? and due end of this month
FAA Airmen website....instrument rated with second class medical as of May 2016. So it became a 3rd class, right? and due end of this month
Yes, I know. Duration is irrelevant to my question, rather that it converts to 3rd class.Age also factors in on the duration on the 3rd class privlages
Nit pick: it’s an expired second class medical that is still valid for third class medical privileges. Oral exam question for the commercial...a medical never changes class but it can remain valid for lower class privileges. Gotta love the precision wording of regulations, it keeps airplanes flying most of the time.Yes, I know. Duration is irrelevant to my question, rather that it converts to 3rd class.
Ahhh, but it is another checkbox for the investigators to check off along with whether or not a flight plan was filed. It proves the investigators are doing their job!Don’t think he needs the medical anymore anyway, so it’s a moot point. When the Sheriff says they found multiple body parts scattered across a two acre field, the medical doesn’t matter anymore.
APA isn’t too bad at night for VFR traffic. I-25 gives pretty good guidance if ya wanna remain west of the field.Is it just me or was the towers repeated instructions to maintain "west of the center line" quite some time after takeoff a little confusing for a pilot at night?
Depending on the winds this could be a little difficult to judge, especially in a climb, at night. Yes, I understand he probably had the electronic equipment on board to judge this - if he had the time and ability to scan the instruments.
Since inbound traffic seemed to be a concern for the controller, I kept wondering, why the controller didn't give him a vector to turn to, instead of repeatedly insisting on maintaining west of the center line quite some time after takeoff.
Strangely, the last two directives from the control tower are to remain east of the center line (the earlier directives were to remain west of the center line). Using the runway center line for direction, at night in low vis just seems, well, stupid.
In the end this probably made no difference to the outcome but it did seem a little strange to me. Still, I don't think the controller did this pilot any favors with his attempts at providing guidance to this pilot.
I think the Cirrus was wandering around a bit. Left downwind departure from 35R put him west of the centerline initially so the restriction to remain west made sense. I’m guessing once he was south of the field he wandered out to the east a bit. Evidently he flew back north then became a problem when he turned west.I was wondering about that transmission. I thought I heard both "west" and "east" of the centerline mentioned.
Also... if a pilot announces they're turning around and coming back to the airport, is there any protocol for the controller asking why? Or is it solely up to the pilot to announce if there's some kind of trouble, malfunction, emergency, etc?
Is it just me or was the towers repeated instructions to maintain "west of the center line" quite some time after takeoff a little confusing for a pilot at night?
Depending on the winds this could be a little difficult to judge, especially in a climb, at night. Yes, I understand he probably had the electronic equipment on board to judge this - if he had the time and ability to scan the instruments.
Since inbound traffic seemed to be a concern for the controller, I kept wondering, why the controller didn't give him a vector to turn to, instead of repeatedly insisting on maintaining west of the center line quite some time after takeoff.
Strangely, the last two directives from the control tower are to remain east of the center line (the earlier directives were to remain west of the center line). Using the runway center line for direction, at night in low vis just seems, well, stupid.
In the end this probably made no difference to the outcome but it did seem a little strange to me. Still, I don't think the controller did this pilot any favors with his attempts at providing guidance to this pilot.