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william(at)wbliss.co.uk
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 Posted: Tue Apr 26, 2016 12:40 pm Post subject: SmartASS my Undercarriage |
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Hi All
Just thought I would tell you how I had long flight last weekend.
Arriving back at the farm strip aching for a pee I had to do a low pass
to clear the sheep. That quickly done, downwind checks and on finals
sizing up the crosswind I became aware of a voice telling me to check I
had the wheel down. I had not got the locking catch properly in place.
Sorted. I would say the investment in the SmartASS has paid off....
William Bliss G-WUFF
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budyerly(at)msn.com
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| Posted: Tue Apr 26, 2016 9:56 pm Post subject: SmartASS my Undercarriage |
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William,
A distracted pilot is a link in an accident chain to be sure. Thanks for
sharing your experience. Frankly I needed it. We used to have a safety
magazine with a "There I Was" section of cartoons (with a message) before
the real there I was near mishap article someone shared.
Although I am a keep it simple kind of guy, gear warning and stall warning
systems work. Are they worth the cost, effort to install, troubleshoot,
fine tune, and test? Normally Yes.
Are slow speed voice warning systems better than the stall rumble strips, or
visual AOA systems, tones, "Bitching Bettys" and are they worth it on a
straight wing aircraft? Not to me, but they are another tool to help cue
the distracted or tired pilot to the old feeling that something is wrong.
Probably time to add a slow speed switch to 12AY. Alas, if you get used to
hearing the slow speed warning or seeing the red AOA arrow because a system
isn't calibrated, we ignore it when we may need it the most. When something
is wrong, or it doesn't feel right, go around and get your stuff together
always works. Yes, I do carry a piddle pack and have had to use it to
relieve "cockpit stress".
What's the cost of a prop, engine repair and wheel well repair vs. the time
and cost of a gear up warning system? Your choice.
What's the cost of loss of a plane/life due to a mishap caused by a non
proficient, distracted, or fatigued pilot. Priceless to us all. And you're
all lying if you haven't been there. Know you limitations.
Whether you are experience or not, practice, practice, practice. Know your
airplane, its stall characteristics, and in my case I fly it to its limits
every time I do a practice hop. I don't do touch and goes. I do very low
approaches where I slow flight down the runway for a 1000 feet just inches
from the runway, perfectly aligned and it makes me keep flying the airplane
rather than that old relaxation on landing habit we fall into, and my
touchdowns are at 45 instead of 50. (My tires don't wear out either.)
Don't put yourself into situations where you are overly fatigued. (No more
afternoon takeoffs and long three hops to get home, as I have a credit card
and am not afraid to use it at any hotel.) Never take anything for granted,
use the checklist, know your pitch, power settings and speeds. Become a
student of aviation again, take the time to read (Google just about any
topic and you get a wealth of info, try "pitch and power flying"). We do
things as old (read as experienced) aviators from muscle memory, but the
brain muscle is the most important tool, and we have to sharpen a tool to
use it effectively.
Develop good habits by breaking old ones. Read articles again on flying and
techniques to get the brain juices flowing again. The Rotax and Airmaster
have made me a lazy pilot. It is easy to push the power forward and pull
the stick back and the houses get smaller, but it is power that makes us
climb, not pitch alone (for long anyway) and occasionally I wish I had my
GIB (Guy In Back in the F-4) to tell me to "Start doing some of that pilot
SH T and get us out of here." or the famous "Doesn’t all that shaking and
beeping and rudder pedal vibration bother you?" as he locks his knees
together at high AOA to prevent a departure from controlled flight.
Practice routinely, know your airplane well, know the proper site pictures,
pitch and power settings and install rumble strips on the leading edge to
allow the aircraft feel to warn you of an approach to the stall. Then set
and calibrate your EFIS/Stall Warn/AOA system to warn of a low speed
situation/gear up or accelerated stall in the turn to keep you honest when
you're not having your best day. Practice simulated engine out approaches,
no flaps, partial power situations. Develop a passenger brief. Practice an
emergency ground egress as if you just departed the runway and found one of
our Florida water filled ditches and need to get unstrapped and out quickly.
Climb up three mistakes high and do power on and off stalls. Practice
unload for control drills. The plane won't stall if the AOA is zero.
(Unload for control is an old military drill where the aircraft is flown to
a high pitch attitude and the aircraft is unloaded to a quarter G (just
getting light in the seat, not negative) and allowing the plane to fall
through.) It teaches what an unload feels like when you are in need of full
power instant acceleration to get out of trouble at slow speed rather than
the push the stick forward drills I see our local instructors do. What
happens when at 75 knots in a full power climb and you pull the power, count
to three (reaction time) and try to do a 180. I've done a 180 in less than
a couple hundred feet, but 80 degrees of bank pulling at the burble is not a
recommended thing to do, can I do it, yes, will I do it rather than go for
the golf course, no. If I goof it up, I'll get killed, if I hit a tree and
land in it or hit a sand trap, I'll survive. Stretch a glide by slowing to
near stall speed and watching the VSI, then do it at 75 and note the
difference. Pull the power to idle on base and glide at best glide speed
and see how your pattern is affected. Then do practice engine out
approaches. Bottom line, If I haven't flown in thirty days, I go practice
much of the above. If I haven't flown in 60 days, I fly with an instructor
if I can find one, and if I can't, I go with another current experienced
pilot and or take it in baby steps to get the pitch and power down,
checklist operations, air work, emergency procedures and finally landings,
at least three. Normal low approaches to get the feel of the pattern, then
a normal full flap touch and go, no flap touch and go, full stop, min roll
takeoff and soft field landing.
All the FARs in the US say is to fly alone, I can go nearly 24 months (last
BFR) if I want and then do three takeoffs and landings and I can take folks
up with me on a cross country (DUH).
My two cents,
Trying to live longer.
Bud Yerly
--
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Fred Klein
Joined: 26 Mar 2012
Posts: 503
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| Posted: Wed Apr 27, 2016 3:31 am Post subject: SmartASS my Undercarriage |
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| Quote: | On Apr 26, 2016, at 10:55 PM, Bud Yerly <budyerly(at)msn.com (budyerly(at)msn.com)> wrote:
A distracted pilot is a link in an accident chain to be sure.
|
Bud,
Thank you for another document for my “Bud’s Wisdom” file…
Excellent writing BTW, style as well as content…kudos all around, much appreciated,
Fred
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davidjoyce(at)doctors.org
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| Posted: Wed Apr 27, 2016 1:21 pm Post subject: SmartASS my Undercarriage |
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Bud, excellent advice and I am envious of the F4 experience! I hesitate to quibble but there is one point I would like to offer a view contrary to what you appear to be saying. That is on the most efficient way to turn in an engine out situation if you are going to turn - and I hasten to add that I do not advocate turning around in every EFATO situation, only if you are in the situation where what lies ahead looks as though it will kill you, and as you say, and critically, you have practiced all the relevant skills.
One of your countrymen , David Rogers, professor at US Naval Academy, Indianapolis, who clearly has high order mathematical skills, has shown definitively that the most efficient way of turning, (that is the way of turning through any given number of degrees with minimum height loss) is to turn at 45 degrees bank at as slow a speed as you can sensibly maintain without falling out of the sky. Any more or any less bank increases the height loss, quite apart from rapidly increasing stall speed. You mentioned 80 degrees and I can imagine that this might offer the quickest way of getting a fighter pointing in reverse, but it would produce substantially greater height loss for an engine out Europa, quite apart from stressing it to 5.76g and increasing the stall speed to around 100kts, or higher if you are flying at US mauw.
My two penny (cents?) worth on stall/spin accidents, SmartASSes and the like and a practical application of the Rogers findings, is on the club website >>Flying>>Flight Safety, for what it is worth. If you would like to turn your email advice into an article, I would happily add that to this website eection.
Regards, David Joyce, GXSDJ
On 2016-04-27 06:55, Bud Yerly wrote: [quote] [quote]--> Europa-List message posted by: "Bud Yerly" <budyerly(at)msn.com (budyerly(at)msn.com)> William, A distracted pilot is a link in an accident chain to be sure. Thanks for sharing your experience. Frankly I needed it. We used to have a safety magazine with a "There I Was" section of cartoons (with a message) before the real there I was near mishap article someone shared. Although I am a keep it simple kind of guy, gear warning and stall warning systems work. Are they worth the cost, effort to install, troubleshoot, fine tune, and test? Normally Yes. Are slow speed voice warning systems better than the stall rumble strips, or visual AOA systems, tones, "Bitching Bettys" and are they worth it on a straight wing aircraft? Not to me, but they are another tool to help cue the distracted or tired pilot to the old feeling that something is wrong. Probably time to add a slow speed switch to 12AY. Alas, if you get used to hearing the slow speed warning or seeing the red AOA arrow because a system isn't calibrated, we ignore it when we may need it the most. When something is wrong, or it doesn't feel right, go around and get your stuff together always works. Yes, I do carry a piddle pack and have had to use it to relieve "cockpit stress". What's the cost of a prop, engine repair and wheel well repair vs. the time and cost of a gear up warning system? Your choice. What's the cost of loss of a plane/life due to a mishap caused by a non proficient, distracted, or fatigued pilot. Priceless to us all. And you're all lying if you haven't been there. Know you limitations. Whether you are experience or not, practice, practice, practice. Know your airplane, its stall characteristics, and in my case I fly it to its limits every time I do a practice hop. I don't do touch and goes. I do very low approaches where I slow flight down the runway for a 1000 feet just inches from the runway, perfectly aligned and it makes me keep flying the airplane rather than that old relaxation on landing habit we fall into, and my touchdowns are at 45 instead of 50. (My tires don't wear out either.) Don't put yourself into situations where you are overly fatigued. (No more afternoon takeoffs and long three hops to get home, as I have a credit card and am not afraid to use it at any hotel.) Never take anything for granted, use the checklist, know your pitch, power settings and speeds. Become a student of aviation again, take the time to read (Google just about any topic and you get a wealth of info, try "pitch and power flying"). We do things as old (read as experienced) aviators from muscle memory, but the brain muscle is the most important tool, and we have to sharpen a tool to use it effectively. Develop good habits by breaking old ones. Read articles again on flying and techniques to get the brain juices flowing again. The Rotax and Airmaster have made me a lazy pilot. It is easy to push the power forward and pull the stick back and the houses get smaller, but it is power that makes us climb, not pitch alone (for long anyway) and occasionally I wish I had my GIB (Guy In Back in the F-4) to tell me to "Start doing some of that pilot SH T and get us out of here." or the famous "Doesn't all that shaking and beeping and rudder pedal vibration bother you?" as he locks his knees together at high AOA to prevent a departure from controlled flight. Practice routinely, know your airplane well, know the proper site pictures, pitch and power settings and install rumble strips on the leading edge to allow the aircraft feel to warn you of an approach to the stall. Then set and calibrate your EFIS/Stall Warn/AOA system to warn of a low speed situation/gear up or accelerated stall in the turn to keep you honest when you're not having your best day. Practice simulated engine out approaches, no flaps, partial power situations. Develop a passenger brief. Practice an emergency ground egress as if you just departed the runway and found one of our Florida water filled ditches and need to get unstrapped and out quickly. Climb up three mistakes high and do power on and off stalls. Practice unload for control drills. The plane won't stall if the AOA is zero. (Unload for control is an old military drill where the aircraft is flown to a high pitch attitude and the aircraft is unloaded to a quarter G (just getting light in the seat, not negative) and allowing the plane to fall through.) It teaches what an unload feels like when you are in need of full power instant acceleration to get out of trouble at slow speed rather than the push the stick forward drills I see our local instructors do. What happens when at 75 knots in a full power climb and you pull the power, count to three (reaction time) and try to do a 180. I've done a 180 in less than a couple hundred feet, but 80 degrees of bank pulling at the burble is not a recommended thing to do, can I do it, yes, will I do it rather than go for the golf course, no. If I goof it up, I'll get killed, if I hit a tree and land in it or hit a sand trap, I'll survive. Stretch a glide by slowing to near stall speed and watching the VSI, then do it at 75 and note the difference. Pull the power to idle on base and glide at best glide speed and see how your pattern is affected. Then do practice engine out approaches. Bottom line, If I haven't flown in thirty days, I go practice much of the above. If I haven't flown in 60 days, I fly with an instructor if I can find one, and if I can't, I go with another current experienced pilot and or take it in baby steps to get the pitch and power down, checklist operations, air work, emergency procedures and finally landings, at least three. Normal low approaches to get the feel of the pattern, then a normal full flap touch and go, no flap touch and go, full stop, min roll takeoff and soft field landing. All the FARs in the US say is to fly alone, I can go nearly 24 months (last BFR) if I want and then do three takeoffs and landings and I can take folks up with me on a cross country (DUH). My two cents, Trying to live longer. Bud Yerly --
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davidjoyce(at)doctors.org
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| Posted: Thu Apr 28, 2016 12:18 am Post subject: SmartASS my Undercarriage |
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P.S. The Smartass costs 175 (+VAT) currently - a considerable bargain compared with a propeller, let alone the rest! David
On 2016-04-27 22:19, davidjoyce(at)doctors.org.uk wrote: [quote]
Bud, excellent advice and I am envious of the F4 experience! I hesitate to quibble but there is one point I would like to offer a view contrary to what you appear to be saying. That is on the most efficient way to turn in an engine out situation if you are going to turn - and I hasten to add that I do not advocate turning around in every EFATO situation, only if you are in the situation where what lies ahead looks as though it will kill you, and as you say, and critically, you have practiced all the relevant skills.
One of your countrymen , David Rogers, professor at US Naval Academy, Indianapolis, who clearly has high order mathematical skills, has shown definitively that the most efficient way of turning, (that is the way of turning through any given number of degrees with minimum height loss) is to turn at 45 degrees bank at as slow a speed as you can sensibly maintain without falling out of the sky. Any more or any less bank increases the height loss, quite apart from rapidly increasing stall speed. You mentioned 80 degrees and I can imagine that this might offer the quickest way of getting a fighter pointing in reverse, but it would produce substantially greater height loss for an engine out Europa, quite apart from stressing it to 5.76g and increasing the stall speed to around 100kts, or higher if you are flying at US mauw.
My two penny (cents?) worth on stall/spin accidents, SmartASSes and the like and a practical application of the Rogers findings, is on the club website >>Flying>>Flight Safety, for what it is worth. If you would like to turn your email advice into an article, I would happily add that to this website eection.
Regards, David Joyce, GXSDJ
On 2016-04-27 06:55, Bud Yerly wrote: [quote] [quote]--> Europa-List message posted by: "Bud Yerly" <budyerly(at)msn.com (budyerly(at)msn.com)> William, A distracted pilot is a link in an accident chain to be sure. Thanks for sharing your experience. Frankly I needed it. We used to have a safety magazine with a "There I Was" section of cartoons (with a message) before the real there I was near mishap article someone shared. Although I am a keep it simple kind of guy, gear warning and stall warning systems work. Are they worth the cost, effort to install, troubleshoot, fine tune, and test? Normally Yes. Are slow speed voice warning systems better than the stall rumble strips, or visual AOA systems, tones, "Bitching Bettys" and are they worth it on a straight wing aircraft? Not to me, but they are another tool to help cue the distracted or tired pilot to the old feeling that something is wrong. Probably time to add a slow speed switch to 12AY. Alas, if you get used to hearing the slow speed warning or seeing the red AOA arrow because a system isn't calibrated, we ignore it when we may need it the most. When something is wrong, or it doesn't feel right, go around and get your stuff together always works. Yes, I do carry a piddle pack and have had to use it to relieve "cockpit stress". What's the cost of a prop, engine repair and wheel well repair vs. the time and cost of a gear up warning system? Your choice. What's the cost of loss of a plane/life due to a mishap caused by a non proficient, distracted, or fatigued pilot. Priceless to us all. And you're all lying if you haven't been there. Know you limitations. Whether you are experience or not, practice, practice, practice. Know your airplane, its stall characteristics, and in my case I fly it to its limits every time I do a practice hop. I don't do touch and goes. I do very low approaches where I slow flight down the runway for a 1000 feet just inches from the runway, perfectly aligned and it makes me keep flying the airplane rather than that old relaxation on landing habit we fall into, and my touchdowns are at 45 instead of 50. (My tires don't wear out either.) Don't put yourself into situations where you are overly fatigued. (No more afternoon takeoffs and long three hops to get home, as I have a credit card and am not afraid to use it at any hotel.) Never take anything for granted, use the checklist, know your pitch, power settings and speeds. Become a student of aviation again, take the time to read (Google just about any topic and you get a wealth of info, try "pitch and power flying"). We do things as old (read as experienced) aviators from muscle memory, but the brain muscle is the most important tool, and we have to sharpen a tool to use it effectively. Develop good habits by breaking old ones. Read articles again on flying and techniques to get the brain juices flowing again. The Rotax and Airmaster have made me a lazy pilot. It is easy to push the power forward and pull the stick back and the houses get smaller, but it is power that makes us climb, not pitch alone (for long anyway) and occasionally I wish I had my GIB (Guy In Back in the F-4) to tell me to "Start doing some of that pilot SH T and get us out of here." or the famous "Doesn't all that shaking and beeping and rudder pedal vibration bother you?" as he locks his knees together at high AOA to prevent a departure from controlled flight. Practice routinely, know your airplane well, know the proper site pictures, pitch and power settings and install rumble strips on the leading edge to allow the aircraft feel to warn you of an approach to the stall. Then set and calibrate your EFIS/Stall Warn/AOA system to warn of a low speed situation/gear up or accelerated stall in the turn to keep you honest when you're not having your best day. Practice simulated engine out approaches, no flaps, partial power situations. Develop a passenger brief. Practice an emergency ground egress as if you just departed the runway and found one of our Florida water filled ditches and need to get unstrapped and out quickly. Climb up three mistakes high and do power on and off stalls. Practice unload for control drills. The plane won't stall if the AOA is zero. (Unload for control is an old military drill where the aircraft is flown to a high pitch attitude and the aircraft is unloaded to a quarter G (just getting light in the seat, not negative) and allowing the plane to fall through.) It teaches what an unload feels like when you are in need of full power instant acceleration to get out of trouble at slow speed rather than the push the stick forward drills I see our local instructors do. What happens when at 75 knots in a full power climb and you pull the power, count to three (reaction time) and try to do a 180. I've done a 180 in less than a couple hundred feet, but 80 degrees of bank pulling at the burble is not a recommended thing to do, can I do it, yes, will I do it rather than go for the golf course, no. If I goof it up, I'll get killed, if I hit a tree and land in it or hit a sand trap, I'll survive. Stretch a glide by slowing to near stall speed and watching the VSI, then do it at 75 and note the difference. Pull the power to idle on base and glide at best glide speed and see how your pattern is affected. Then do practice engine out approaches. Bottom line, If I haven't flown in thirty days, I go practice much of the above. If I haven't flown in 60 days, I fly with an instructor if I can find one, and if I can't, I go with another current experienced pilot and or take it in baby steps to get the pitch and power down, checklist operations, air work, emergency procedures and finally landings, at least three. Normal low approaches to get the feel of the pattern, then a normal full flap touch and go, no flap touch and go, full stop, min roll takeoff and soft field landing. All the FARs in the US say is to fly alone, I can go nearly 24 months (last BFR) if I want and then do three takeoffs and landings and I can take folks up with me on a cross country (DUH). My two cents, Trying to live longer. Bud Yerly --
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budyerly(at)msn.com
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| Posted: Sat Apr 30, 2016 9:13 am Post subject: SmartASS my Undercarriage |
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David,
Not to open a can of worms.
I have read the same study. In most aircraft with slow roll and high drag, he is correct. On the average, a 45 degree bank gives a higher turn rate and you still have 70% of your lift available to arrest your descent.
Stan Sutterfield (another fighter pilot smart ass and Reno competitor) and I did this in a couple of aircraft. In the Europa for instance, the roll rate, if you unload to 1/4 G is very good (100 degrees per second). A pull to the verge of stall near 80 or so degrees of bank at 75 KTS (the FAA recommends 70 degrees to be the maximum of any turn of course) , turns the aircraft at three times the rate at 75 knots. So it will take about 3 seconds to do a 180 and the radius of turn is 200 feet. REMEMBER, NO ATTEMPT TO MAINTAIN ALTITUDE! The average pilot needs 3 seconds to react while climbing and one second to roll in a second to pull, and the same two seconds to roll out. That is 10 seconds from straight ahead, to complete 180. Falling at 32.2 FPS, the plane will drop 320 feet because gravity works 24/7. Accounting for upward momentum during the three seconds to react at a 15 degree deck angle of 75 feet, once can see that the a completed well practiced turn can be done in less than 300 feet. The aircraft pitch will go from 15 degrees up to 15 degrees down and still leave you with a descent glide if done at 800 feet and about 75 knots on completion.
The 45 degree of bank will take an agonizing 10 seconds, then add the reaction time, and the loss of altitude in a power off turn is staggering and the diameter of the turn is well off the centerline by 800 feet. Now you have another turn to do. That’s dumb.
I have done this maniac maneuver at altitude and once in the pattern (scared the crap out of everyone and I was at 800 feet and younger then) and it works. (Stan did it in a 172, but he is quite skilled.) I have had a couple of clients try it and without dedicated maneuver practice and years of training, lost amazing altitude and buried the nose. Without the training and practice, this is one of those bar stories and fun things to practice three mistakes high, but totally useless. Like racing airplanes at low altitude or doing Red Bull air racing. Fun for the pilot, exciting to watch, but totally useless and expensive. Besides my wife said no...
As you so wonderfully said “I do not advocate turning around in every EFATO situation, only if you are in the situation where what lies ahead looks as though it will kill you”. is the most sage advice one can give a fellow pilot.
NEVER DO A 180 as either it will kill you due to altitude loss or stall, or the sudden stop will! Turn only as necessary to hit something soft. Then open the door and step out and call the insurance company.
Best Regards,
Bud Yerly
From: davidjoyce(at)doctors.org.uk (davidjoyce(at)doctors.org.uk)
Sent: Wednesday, April 27, 2016 5:19 PM
To: europa-list(at)matronics.com (europa-list(at)matronics.com)
Subject: Re: SmartASS my Undercarriage
Bud, excellent advice and I am envious of the F4 experience! I hesitate to quibble but there is one point I would like to offer a view contrary to what you appear to be saying. That is on the most efficient way to turn in an engine out situation if you are going to turn - and I hasten to add that I do not advocate turning around in every EFATO situation, only if you are in the situation where what lies ahead looks as though it will kill you, and as you say, and critically, you have practiced all the relevant skills.
One of your countrymen , David Rogers, professor at US Naval Academy, Indianapolis, who clearly has high order mathematical skills, has shown definitively that the most efficient way of turning, (that is the way of turning through any given number of degrees with minimum height loss) is to turn at 45 degrees bank at as slow a speed as you can sensibly maintain without falling out of the sky. Any more or any less bank increases the height loss, quite apart from rapidly increasing stall speed. You mentioned 80 degrees and I can imagine that this might offer the quickest way of getting a fighter pointing in reverse, but it would produce substantially greater height loss for an engine out Europa, quite apart from stressing it to 5.76g and increasing the stall speed to around 100kts, or higher if you are flying at US mauw.
My two penny (cents?) worth on stall/spin accidents, SmartASSes and the like and a practical application of the Rogers findings, is on the club website >>Flying>>Flight Safety, for what it is worth. If you would like to turn your email advice into an article, I would happily add that to this website eection.
Regards, David Joyce, GXSDJ
On 2016-04-27 06:55, Bud Yerly wrote: [quote][quote]--> Europa-List message posted by: "Bud Yerly" <budyerly(at)msn.com (budyerly(at)msn.com)> William, A distracted pilot is a link in an accident chain to be sure. Thanks for sharing your experience. Frankly I needed it. We used to have a safety magazine with a "There I Was" section of cartoons (with a message) before the real there I was near mishap article someone shared. Although I am a keep it simple kind of guy, gear warning and stall warning systems work. Are they worth the cost, effort to install, troubleshoot, fine tune, and test? Normally Yes. Are slow speed voice warning systems better than the stall rumble strips, or visual AOA systems, tones, "Bitching Bettys" and are they worth it on a straight wing aircraft? Not to me, but they are another tool to help cue the distracted or tired pilot to the old feeling that something is wrong. Probably time to add a slow speed switch to 12AY. Alas, if you get used to hearing the slow speed warning or seeing the red AOA arrow because a system isn't calibrated, we ignore it when we may need it the most. When something is wrong, or it doesn't feel right, go around and get your stuff together always works. Yes, I do carry a piddle pack and have had to use it to relieve "cockpit stress". What's the cost of a prop, engine repair and wheel well repair vs. the time and cost of a gear up warning system? Your choice. What's the cost of loss of a plane/life due to a mishap caused by a non proficient, distracted, or fatigued pilot. Priceless to us all. And you're all lying if you haven't been there. Know you limitations. Whether you are experience or not, practice, practice, practice. Know your airplane, its stall characteristics, and in my case I fly it to its limits every time I do a practice hop. I don't do touch and goes. I do very low approaches where I slow flight down the runway for a 1000 feet just inches from the runway, perfectly aligned and it makes me keep flying the airplane rather than that old relaxation on landing habit we fall into, and my touchdowns are at 45 instead of 50. (My tires don't wear out either.) Don't put yourself into situations where you are overly fatigued. (No more afternoon takeoffs and long three hops to get home, as I have a credit card and am not afraid to use it at any hotel.) Never take anything for granted, use the checklist, know your pitch, power settings and speeds. Become a student of aviation again, take the time to read (Google just about any topic and you get a wealth of info, try "pitch and power flying"). We do things as old (read as experienced) aviators from muscle memory, but the brain muscle is the most important tool, and we have to sharpen a tool to use it effectively. Develop good habits by breaking old ones. Read articles again on flying and techniques to get the brain juices flowing again. The Rotax and Airmaster have made me a lazy pilot. It is easy to push the power forward and pull the stick back and the houses get smaller, but it is power that makes us climb, not pitch alone (for long anyway) and occasionally I wish I had my GIB (Guy In Back in the F-4) to tell me to "Start doing some of that pilot SH T and get us out of here." or the famous "Doesn't all that shaking and beeping and rudder pedal vibration bother you?" as he locks his knees together at high AOA to prevent a departure from controlled flight. Practice routinely, know your airplane well, know the proper site pictures, pitch and power settings and install rumble strips on the leading edge to allow the aircraft feel to warn you of an approach to the stall. Then set and calibrate your EFIS/Stall Warn/AOA system to warn of a low speed situation/gear up or accelerated stall in the turn to keep you honest when you're not having your best day. Practice simulated engine out approaches, no flaps, partial power situations. Develop a passenger brief. Practice an emergency ground egress as if you just departed the runway and found one of our Florida water filled ditches and need to get unstrapped and out quickly. Climb up three mistakes high and do power on and off stalls. Practice unload for control drills. The plane won't stall if the AOA is zero. (Unload for control is an old military drill where the aircraft is flown to a high pitch attitude and the aircraft is unloaded to a quarter G (just getting light in the seat, not negative) and allowing the plane to fall through.) It teaches what an unload feels like when you are in need of full power instant acceleration to get out of trouble at slow speed rather than the push the stick forward drills I see our local instructors do. What happens when at 75 knots in a full power climb and you pull the power, count to three (reaction time) and try to do a 180. I've done a 180 in less than a couple hundred feet, but 80 degrees of bank pulling at the burble is not a recommended thing to do, can I do it, yes, will I do it rather than go for the golf course, no. If I goof it up, I'll get killed, if I hit a tree and land in it or hit a sand trap, I'll survive. Stretch a glide by slowing to near stall speed and watching the VSI, then do it at 75 and note the difference. Pull the power to idle on base and glide at best glide speed and see how your pattern is affected. Then do practice engine out approaches. Bottom line, If I haven't flown in thirty days, I go practice much of the above. If I haven't flown in 60 days, I fly with an instructor if I can find one, and if I can't, I go with another current experienced pilot and or take it in baby steps to get the pitch and power down, checklist operations, air work, emergency procedures and finally landings, at least three. Normal low approaches to get the feel of the pattern, then a normal full flap touch and go, no flap touch and go, full stop, min roll takeoff and soft field landing. All the FARs in the US say is to fly alone, I can go nearly 24 months (last BFR) if I want and then do three takeoffs and landings and I can take folks up with me on a cross country (DUH). My two cents, Trying to live longer. Bud Yerly --
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