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#31
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"Marc Lattoni" wrote in message news:aJQ3c.73545$Ff2.46917@clgrps12...
I found a new rental opportunity at CYBW (Springbank, Alberta) with a brand new 172SP the other day and today went out for a Mountain check ride with the chief CFI. Now, I did two mountain courses over the past 18 months - one with my original training outfit and one with the local flying club. All well. Ridge approaches, choosing the right side of the valley, updrafts, downdrafts, lenticular clouds, rotors, 45 degrees turns, etc. Today we did canyon turns, not at 30, not at 45 but more than 45 degrees. Sort of standing the airplane on its wingtip as we turn. YIKES. I just could not get it all together. What a mess. Any more of a mess and it would have been a real mess, the kind you need soap and Lysol for. So, no more mountain flying until I can get this right. Anyways folks, any suggestions? I am going to try to get this right another day. Marc I live here in the east coast where canyon flying is an optional pasttime to make a fun flight. The one thing I noticed was the need to learn a canyon escape turn at the altitude of almost hitting the trees of brush. So, let the aircraft get there and escape by the high bank angle turn. And the use of the attitude indicator to ensure a correct steep well coordinated turn is to be reserved for practicing. Just practice the bank in good power conditions!!!!!! Except at less than 30 feet. This is the altitude where the illusion trapped pilot panics in a real western caynon event. And the altitude and power available are very substanially not at the practiced levels! So, the practice of taking the moountain flying course to learn of mountain illusions is highly recommended. Actually it is mandatory. The books on mountainflying are poorly written in my readings and the experienced mountain flyer is truely going to teach things they hardly acknowledge as needed facts. The philosopher warns of this school knowledge, to always go into a new area of flying, with the same eyes as when you first got a private license. The book learning is poor at best compared to the expert in the field of a flying specialty. Douglas Eagleson Gaithersburg, MD USA |
#32
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"Tom Sixkiller" wrote in message
... "Mike Rapoport" wrote in message hlink.net... Before you try this you should know that the load rating for your 172 with the flaps down is 2.0G and the load factor in a level 60deg turn is 2.0g. What's a "level 60 degree turn"? One where you don't lose or gain altitude. But I know what you're getting at! :-) Paul |
#33
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What's a "level 60 degree turn"?
One where you don't lose or gain altitude. But I know what you're getting at! :-) The guy who gives me my BFR usually askes me for a level 70 degree tlurn each way. Is that unusual? The trick is to get the nose above the horizon whole rolling into the turn, and keeping it there. vince norris |
#34
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"vincent p. norris" wrote: The guy who gives me my BFR usually askes me for a level 70 degree tlurn each way. Is that unusual? Depends on the plane. Mine is not approved for aerobatic maneuvers, which includes any banks steeper than 60 degrees. George Patterson Battle, n; A method of untying with the teeth a political knot that would not yield to the tongue. |
#35
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vincent p. norris wrote in message . ..
What's a "level 60 degree turn"? One where you don't lose or gain altitude. But I know what you're getting at! :-) The guy who gives me my BFR usually askes me for a level 70 degree tlurn each way. Is that unusual? Yes, it's a little unusual. I think the FARs require that you wear a parachute to do that. There are exemptions for manuevers required for a rating, but I don't think a 70 degree banked turn is one of them. John Galban=====N4BQ (PA28-180) |
#36
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