Exactly. Alan Klapmeier was involved in a mid-air collision in 1985 - Report attached, he was the guy under the hood in the 182. That is why the Cirrus has a chute.
It depends on how quickly you recognize it, which ain't likely that quick, as you already backed yourself into a corner without noticing.
Yeah, I'm the schmuck who brought it up during earlier discussion about the general handling characteristics of the Cirri line. The bigger point of discussion was how easily recognizable an impending stall is in a Cirrus, and how quickly a developed stall could be recovered. There was also some discussion as to the degree of rudder authority in Cirri, and xwind handling. I thought the fact that Cirrus elected to fall back on the 'chute rather than directly demonstrate spin recovery capability to the FAA had some bearing in that broader discussion of Cirrus rudder authority.
This 100%. (In general, regardless of aircraft being flown. Probably not relevant to this accident.)
Spins as a private pilot requirement were removed in 1949.
His handle IS geezer lol.
And more articulate than some people half his age.
Heck yeah. When I had my engine out event, I did a tight diving 180 to high short final and then sorted out the touchdown. Make the field.
I've never understood the idea of tightening a turn with rudder. If you've overshot base, just keep that bank a little longer than come back. Unless you're doing power off 180's, youve got time to correct. If not, go around.But a worse idea is training a pilot not to exceed a certain arbitrary bank angle (20°? 30°?) in the pattern. Or even a broader “avoid excessive banking in the pattern”. When either of those are drilled into a pilot, when faced with a desire to tighten up a turn, their only option is to use rudder to speed things up. I think that’s when a stall/spin is likely, not when a competent pilot uses the bank he or she needs in a coordinated fashion.
What bites pilots apparently hasn’t changed in the last 80 years or so. From “Stick and Rudder”:
Exactly. At most of our airports today, a centerline overshoot is a non-issue. The runway is 5,000' long. If you overshoot, just continue the turn, align a little later, and land 500' further down the runway than you originally intended. Yeah, I know. "That's not a stabilized approach!!" Fire up the torches and sharpen the pitchforks.
I've done it more than I'd like to admit at my 3000'x45' airport. With my normal 3/4 mile final it's still a non event.
Another factor is that tens of thousands of pilots were trained in the '40s to use rudder to turn. The original Link Trainer had an artificial horizon that worked with pendulums, not a gyro. "Coordinated" turns were done with rudder only, due to the lack of centrifugal force during turns.
Yep. My examiner was known to like that, so I rolled it over during a departure stall. He was amused.
One of the things that was fun about those old trainers was the sound effects. They were complex mechanical contraptions with every kind of servo and gizmo you could think of. Good memories!
I was trying to figure out the diagram until I actually read the description. I got distracted by the colors. Thats wild.
The chart is from a presentation I give on the original Link Trainer. They were fascinating devices...analog computers using vacuum as a "working fluid." When you climb, air is sucked out of a tank. Do a level turn, and small valves ooze a bit of vacuum out of the tank to show the loss of altitude unless you apply back pressure. Airspeed is "stored" in a vacuum manifold; dive the airplane and more vacuum is applied. The electronics on the device are basically there to translate the various pressures to needle positions on the gauges.
Cool! Very steampunk.
How about the CFIs that teach their students to make standard rate turns on the pattern?
I'm on the road right now, will check the video out later in the week.
This is very interesting. I've always thought of the Link as a cousin to the 25¢ fiberglass horsey rides outside Rexall drugstores. Obviously I was misinformed.
Ed Link's goal was to produce a training device for aviation. However, the "fiberglass horsey" aspect helped fund his startup...48 out of the first 50 Link Aviation Trainers went to arcades.
As a commercial pilot, I've done around 400 "engine out" landings. Many of them with gutsy crosswinds. I'd say you're either good at gusty crosswind landings or you aren't; I don't know what the engine has to do with it.
