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#71
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CFI oral intel
On 2008-05-29, gatt wrote:
A question the examiner asked him: "You're flying cross-country and trimmed at 110 knots. You die, and the engine quits. At what airspeed will the aircraft strike the ground?" CLOSE to 110 knots - factors will be the speed the aircraft will assume at that trim setting with a windmilling propellor, and how big any phugoid oscillations in the aircraft type is. Another was, "You're turning final and you enter a cross-control stall. Is it better to be in a slip, or a skid?" Slip, in most aircraft. I actually tried to goad my Cessna 140 into a spin from a slipped 'base to final' turn at altitude, and all it would do was shake and mush. In a skidding turn though it'd happily do a spin entry. -- From the sunny Isle of Man. Yes, the Reply-To email address is valid. |
#72
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CFI oral intel
On 2008-05-30, Michael Ash wrote:
There's another issue that I just thought of that I don't think anyone has mentioned yet, though. Won't you get into a graveyard (bad terminology for this scenario, as you're already dead) spiral? After all, if you could stay straight and level just by taking your hands off the controls you wouldn't need to fear IMC with no gyroscopic instruments. It depends on the aircraft. My old Cessna 140 would fly all day (well, until the fuel ran out!) without touching the controls. There are instances of this kind of plane being hand propped and getting away from the owner, and flying hundreds of miles pilotless. Something like a Cessna 172 will also do it. IIRC, the manual for the C172N advises a VFR only pilot who has got trapped on top, to trim the aircraft for a descent, and only make turns using gentle rudder pressures. This is of course assuming the air is reasonably smooth. You need those gyros because at some point, a pilot flying IFR is going to want to change course, or fly a procedure turn, or intercept the final approach course etc. even in an aircraft that will happily fly all day without anyone touching the controls, that's going to be tough with no gyros! -- From the sunny Isle of Man. Yes, the Reply-To email address is valid. |
#73
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CFI oral intel
On 2008-05-30, Hilton wrote:
Why? Because all posts have made the (probably) incorrect assumption that the aircraft somehow fly wings-levels to its demise. In a plane that cruises at 110kt, though, this probably isn't an incorrect assumption - many aircraft in this class will fly wings level all day in smooth air. A properly rigged C172 will do it. My old C140 did it. Never tried it in the Auster, but that will probably do it too. A Beech Bonanza probably won't (at least none of the Bonanzas I've flown) but they don't cruise at 110kt either. -- From the sunny Isle of Man. Yes, the Reply-To email address is valid. |
#74
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CFI oral intel
On Jun 2, 10:26*pm, Dylan Smith wrote:
On 2008-05-30, Hilton wrote: Why? *Because all posts have made the (probably) incorrect assumption that the aircraft somehow fly wings-levels to its demise. In a plane that cruises at 110kt, though, this probably isn't an incorrect assumption - many aircraft in this class will fly wings level all day in smooth air. A properly rigged C172 will do it. My old C140 did it. Never tried it in the Auster, but that will probably do it too. A Beech Bonanza probably won't (at least none of the Bonanzas I've flown) but they don't cruise at 110kt either. Have you flown a 172 that would fly hands off for long periods? I've 15 different 172s and not one would fly hands off for more than 30s. Cheers |
#75
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CFI oral intel
On 2008-05-30, Michael wrote:
the legalities) with no gyros at all. However, airplanes are generally not built that way. It's been tried before, and the results were generally unsatisfactory. Well, unless you consider a Champ unsatisfactory! This one flew for two hours sans pilot, after it was hand propped with the throttle wide open: http://www.ntsb.gov/ntsb/brief.asp?e...28X02460&key=1 There was another one in similar circumstances which I think was is Illinois, which flew until it ran out of fuel. I think that may have been a Taylorcraft - it made what looked like a passable forced landing into a cornfield. -- From the sunny Isle of Man. Yes, the Reply-To email address is valid. |
#76
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CFI oral intel
Maxwell wrote:
"Dudley Henriques" wrote in message ... you can work out the answers from first principles if you actually understand the fundamentals. There's your problem...... Please check your quotes more carefully. I didn't write this. -- Dudley Henriques |
#77
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CFI oral intel
On Fri, 30 May 2008 01:20:04 -0500, Michael Ash wrote:
Joking aside, if your straps were loose enough that you could slump forward, that *would* affect your CG which would in turn affect your trimmed airspeed. There's another issue that I just thought of that I don't think anyone has mentioned yet, though. Won't you get into a graveyard (bad terminology for this scenario, as you're already dead) spiral? After all, if you could stay straight and level just by taking your hands off the controls you wouldn't need to fear IMC with no gyroscopic instruments. So it seems that if you start high enough, the correct answer to this question would be whatever the terminal velocity of your fuselage is without its wings. Am I off base here? You fly until gassless, stall, nose down, then descend too rapidly, striking the ground with the wings ripped off. Works for me. |
#78
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CFI oral intel
On May 30, 9:00*am, "F. Baum" wrote:
Is there anything in the PTS that says you have to be retested on previously completed material ? If you spent 5 hours on an oral your examiner was either an idiot or he/she wanted to show you how much he/ she knew. I would have walked out if I were you. For an examiner to be able determine if you are prepared should take minutes, not hours. I don't think a 5 hour oral is odd at all for the CFI exam. I know some PI/DE's schedule a full day for the oral and another day for flying. Do you really know any initial CFI oral that lasted minutes? -Robert |
#79
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CFI oral intel
On May 29, 9:58*am, Bertie the Bunyip wrote:
gatt wrote ; A question the examiner asked him: "You're flying cross-country and trimmed at 110 knots. You die, and the engine quits. At what airspeed will the aircraft strike the ground?" He's obviously looking at getting an answer that it will be the same speed, but that's not correct. It probably wouldn;'t be far off it, but the thrust line and any up or down thrust will play a big part in what the airplane settles at after the engine dies. Bertie Wait, wait, wait...around 110 knots? I must be missing sumthin. Why would the a/c hit around 110? Uhh..this commercial pilot feels really stupid but I don't get it. My assumption is; engine quits-airplane slows down; pilot dies, engine quits-airplane spins in but this seems to have a bunch of "what-ifs" to it, as well. Ricky |
#80
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CFI oral intel
"Robert M. Gary" wrote in message ... On May 30, 9:00 am, "F. Baum" wrote: I don't think a 5 hour oral is odd at all for the CFI exam. I know some PI/DE's schedule a full day for the oral and another day for flying. Do you really know any initial CFI oral that lasted minutes? Mine was something less than two hours. The whole thing was probably half a day, but that included the paperwork. (Mine was unusual in that it was with a designee.) Vaughn |
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