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#61
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CFI oral intel
On Fri, 30 May 2008 14:47:17 -0400, Dudley Henriques
wrote: the problem and assuming all factors normal with balance and stability issues, what should be expected normally is a phugoid starting nose low as the engine quits to recover the trim speed. I'm assuming no fuel imbalance or rigging issues that could cause a bank input entry into the there is no reason for you to have a fugoid. when you pull off throttle the aircraft simulataneously slows slightly and enters a glide decent. I've never encountered any phugoid tendency in that manouver. I know of one instance where this occurred in real life. a couple of years ago there was a charter flight out of perth in a pressurised twin. there was some pressurisation problem and the pilot wasnt quick enough getting to the mask to stay concious. the end result was that the aircraft climbed way above unpressurised breathing altitude and all on board died. the aircraft crossed australia until somewhere in queensland it ran out of fuel. the aircraft was being tracked by others and the report is that the aircraft entered a gentle glide decent and was destroyed in the impact. there was no report of instability during the last part of the flight. Stealth Pilot |
#62
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CFI oral intel
Michael Ash wrote:
In rec.aviation.student Dudley Henriques wrote: Michael Ash wrote: In rec.aviation.student Dudley Henriques wrote: Michael Ash wrote: It's only good if the person asking the question intends this sort of discussion, though. My mpression from the original context was that they were searching for a single answer ("110kts") and wouldn't anticipate this sort of varied response. If true, then that transforms it from a good question to a bad question. It always drives me nuts when there's a question on a test which has a "right" answer but is actually a very complicated question with a lot of correct responses. Welcome to the world of the FAA :-)) Heh heh heh heh heh... you mean you noticed it too? If you're following this thread, Michael and Hilton are not incorrect even though I've chosen to disagree with them on this issue. It's a complicated question that can easily get mired down in terms, especially as the terms apply to stability issues with aircraft. Under certain conditions, what Michael and Hilton have said would indeed be correct. I've simply chosen to deal with the question as my experience with the FAA is telling me was their intent :-) Yeah, I get that. That's the whole trouble; there's a fairly large universe of discussion about the topic but the question is apparently intended to ignore most of it. Of course as you implied this isn't exactly rare. This brings up something every pilot should remember about "questions" from the FAA. The FAA by the very nature of it's purpose, is a black and white organization. As such, they concentrate heavily on the black and white area that encompasses the rules and regulations scenario. Their "questions" in many cases, are questions that require a black and white answer to "pass" the obstacle in the path of a pilot. The problem with this approach is that flying an airplane is NEVER a black and white situation. Flying an airplane, in every instance, is a dynamic and ever changing environment where the answer to ANY question can be A one second and B the next. This places an unwritten responsibility on the CFI to insure that the student knows what they have to know to pass the tests, but as well that the student knows a hell of a lot MORE than the answer required to pass that test -- Dudley Henriques |
#63
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CFI oral intel
Stealth Pilot wrote:
On Fri, 30 May 2008 14:47:17 -0400, Dudley Henriques wrote: the problem and assuming all factors normal with balance and stability issues, what should be expected normally is a phugoid starting nose low as the engine quits to recover the trim speed. I'm assuming no fuel imbalance or rigging issues that could cause a bank input entry into the there is no reason for you to have a fugoid. when you pull off throttle the aircraft simulataneously slows slightly and enters a glide decent. I've never encountered any phugoid tendency in that manouver. I know of one instance where this occurred in real life. a couple of years ago there was a charter flight out of perth in a pressurised twin. there was some pressurisation problem and the pilot wasnt quick enough getting to the mask to stay concious. the end result was that the aircraft climbed way above unpressurised breathing altitude and all on board died. the aircraft crossed australia until somewhere in queensland it ran out of fuel. the aircraft was being tracked by others and the report is that the aircraft entered a gentle glide decent and was destroyed in the impact. there was no report of instability during the last part of the flight. Stealth Pilot Any phugoid in pitch and the time line of that Phugoid will be directly associated with the dynamic stability of that specific aircraft in pitch. It all depends on the specific aircraft. -- Dudley Henriques |
#64
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CFI oral intel
gatt writes:
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?" Okay, I can settle the debate. I had this happen to me this morning. I was flying my R/C plane, and the engine quit since I mis-estimated the battery life. The plane started gliding fairly slowly, but soon glided below the lip of a hill on the far side of the field (aka, pilot may as well as been dead, since I had no control). How fast did it hit? Must have been faster than I thought, since it sheared the motor shaft clean off after landing in long grass... Okay, perhaps this doesn't settle anything. Can we try this in MS Flight Simulator to see what happens? :-) Chris |
#65
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CFI oral intel
Dudley Henriques writes:
Michael Ash wrote: It always drives me nuts when there's a question on a test which has a "right" answer but is actually a very complicated question with a lot of correct responses. Welcome to the world of the FAA :-)) I'm currently studying for my IFR written. I'm not sure which is my favourite question: a) the chart which is so badly reproduced you can't actually read the numbers on it, and the King DVDs say it has been that way for years and so you should memorize the correct answer to the question, or b) the question where you have to match the VOR needles to the chart -- but the FAA has updated the chart with a newer version which has moved the fix. As a result it no longer matches the VOR settings or the given answer choices (fortunately you can still figure out the intended right answer with a bit of extra logic). Chris |
#66
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CFI oral intel
Dudley wrote:
Any phugoid in pitch and the time line of that Phugoid will be directly associated with the dynamic stability of that specific aircraft in pitch. Whenever I see the word "phugoid" I think UA 232. Hilton |
#67
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CFI oral intel
Hilton wrote:
Dudley wrote: Any phugoid in pitch and the time line of that Phugoid will be directly associated with the dynamic stability of that specific aircraft in pitch. Whenever I see the word "phugoid" I think UA 232. Hilton Al Haynes and company. What a magnificent job of flying those guys pulled off that day. Haynes is one of the TRUE professionals in the business. And the guys with him that afternoon were no slouches either. :-) -- Dudley Henriques |
#68
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CFI oral intel
On Sun, 1 Jun 2008 20:43:14 -0700, "Hilton" wrote
in : Dudley wrote: Any phugoid in pitch and the time line of that Phugoid will be directly associated with the dynamic stability of that specific aircraft in pitch. Whenever I see the word "phugoid" I think UA 232. Hilton I once had a former chief engineer with Burroughs demonstrate phugoid oscillation to me by grasping a book by the top in one hand and the bottom in the other, holding it horizontally, and tossing it into the air so that it spun on its long axis. Behold, the top and bottom sides of the book swapped places in mid air. |
#69
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CFI oral intel
"Dudley Henriques" wrote in message ... Just a few thoughts on this if I may. Why certainly, we have been breathlessly waiting your 50000 word essay. Will there be slides this time? |
#70
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CFI oral intel
"Dudley Henriques" wrote in message ... you can work out the answers from first principles if you actually understand the fundamentals. There's your problem...... |
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