cdewey6969(at)yahoo.com
Guest
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 Posted: Thu Oct 04, 2007 5:34 pm Post subject: No luck with AOPA |
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Just wanted to let everyone know aopa insurance
services don't underwrite insurance for the us virgin
islands and couldn't recommend me to anyone. Still
trying to figure out what to do as that is where I
will be living and it sure would be nice to have my
Lightning there. is anyone else out there in odd
places in the world having troule getting insurance?
Charles
--- Brian Whittingham <dashvii(at)hotmail.com> wrote:
| Quote: |
Doug, Laurrie, any others interested,I have made
this CFI lesson plan to be generic or non-aircraft
specific. I don't have 20,000 hours in aircraft, but
this was stitched together from various publications
by many pilots who did. I would imagine that there's
over a million hours of combined experience in this
document! Check it out, see what you think.
Hopefully I have minimized gramatical errors. I have
references to personal experiences in there that
might not be fleshed out as I tell them from memory.
I haven't finished it all, as you can see there are
a few through the list that I haven't posted
anything under, and last 10 topics or so on survival
equipment and survival in different environments
isn't finished. I have about 58 pages of text to
reduce down and make something useful out of when I
get around to it. Maybe someday this will help
somebody out, Brian W.Reference AC 61-67C Stall &
Spin Awareness"Don't drop the aircraft in order to
fly the microphone” = Aviate, Navigate,
Communicate"Rule one: No matter what else happens,
fly the airplane." = You are allowed to break any
regulation needed in order to make a safe landing.
If it comes down to it, you may have to sacrifice
Navigation and Communication in order to crash into
the softest thing possible."Fly it until the last
piece stops moving." = The flight isn’t over until
the prop stops moving, the aircraft is at rest, and
the aircraft secured."If you're faced with a forced
landing, fly the thing as far into the crash as
possible." - Bob Hoover = Never give up! Flying,
under control, into a brick wall is better than
letting the aircraft loose control even for one
second in an emergency. Engine Failure, 3 S’s:
Speed--Spot--Set-up: Establish best glide Speed
without delay. Select and head toward a suitable
landing Spot. If time and altitude permit, Set-up
for the landing by configuring the airplane
according to the operating handbook. If you're
landing off-airport, don't forget to prepare the
airplane so you can get out of it once it's on the
ground. Consider opening or even jettisoning the
door or canopy prior to landing.Before Beginning a
Maneuver: FOUR A's - Altitude, Articles, Aircraft,
Airspace: Be sure you have enough Altitude to begin.
Factor in the maneuvers to be flown, your current
level of proficiency and physical conditioning, and
an adequate safety factor. Verify that all loose
Articles are secure--this includes windows, doors,
canopies, and occupants! Verify that the Aircraft is
configured properly--mixture, switches, engine
instruments, carburetor heat/alternate air, flaps.
Clear the Airspace for other traffic and make sure
you're complying either with the provisions of FAR
91.303 or a waiver for the area.Best Defense• The
old adage of the best defense is a good offense when
we’re talking about aircraft emergencies holds
true• The right mindset and the right training
will generally allow for an uneventful landing that
may have otherwise resulted in a fatal accident. •
Let's face it, sitting on the ground is the time to
figure that out because if you haven't thought about
it before it happens you may not be in any mental
condition to rationally consider your options.•
TAKE PREFLIGHT SERIOUSLY!• Really check the
controls to make sure that they move freely and in
the proper direction. Listen and feel for anything
unusual such as binding or scraping• Be sure that
everything in the cockpit is stowed away in an
orderly place so that in an emergency, you won’t
be looking for that map, so that in the event of
turbulence you don’t have something hit you in the
head or eye, and so that nothing is rolling around
that could jam the controls• Put down the flaps
and, if they're electrically actuated, listen to the
motor as they extend and retract. If the flap motor
is struggling on the ground, it's likely to have
real problems when it must overcome the aerodynamic
pressure of the relative wind. If they are manually
operated make sure that they both extend as
commanded and that there is no binding or abnormal
resistance.• Don't panic. Do fly the airplane!•
Use the 3 prong strategy in an emergency, your
training will take over, but may times your initial
instinct will be the wrong action to take, so take
your time.1. Do Nothing2. Think3. Act• When I take
off, I assume I'm going to have to abort. If you put
yourself in that mind state, you're ready for things
to happen. Pilots should use the quiet moments
during flight to ask themselves the what-if
questions — where would I put down if my engine
failed? What would I do if my rudder jammed?• I
constantly asked myself, where I would put down if
the engine failed, what if my aileron jams at this
point. I would takeoff using a Vy climb to put me in
a better position if my engine failed on takeoff. I
often use a short field takeoff. I often do a full
power off approach from downwind so that I’d have
a feel that I could make it if my engine failed on
landing. Delivering aircraft, or flying cross
country, I would mentally plan to land at the next
airport each time in case the weather was getting
bad, never forgetting to turn back to the last if
the weather was getting worse ahead. I also
constantly updated weather for the next point in
question. In addition I picked out fields along the
way to land in if I had to at that exact moment in
time and couldn’t make it back to an
airport.Communications Failure• Are your comm
switches set in the right positions?• Is the
volume up?• Do you hear yourself when you try to
transmit?• Check your headset plugs to see if
they’re all the way in and not corroded• Switch
headset or mic• Try speaker mode• Switch to comm
2• Check to see if your battery is discharging or
see if your alternator is working.• If on IFR
flight plan but not IMC, land at nearest VFR
airport; stay VFR• Squawk 7600, transmit
intentions “in the blind”• Use AVE-F if in
IMC, Assigned, Vectored, Expected, FiledTransponder
Failure• Check to make sure that it is in the
correct position (alt)• Does the interrogation
light illuminate?• Recycle it – power off, power
on• Try switching through different codes and then
back to your original (take care to avoid codes such
as 7500, 7600, 7700, and 7777)• Hit the faceplate
(no really, this is in some POH’s, and
works!)Doors Opening In Flight or seatbelt stuck in
door• Maintain control of aircraft, fly the
plane• When at a safe altitude, slow the aircraft
down and push out on the door followed by pulling it
in and trying to latch it• If this doesn’t work,
make a normal landing and worry about it on the
groundPitot-Static Failures• Pitot static failures
can come from a number of things such as ice, bugs,
breaks in system lines, tape over static ports
during painting or washing planes, etc.• A good
preflight will help make sure that these systems
aren’t clogged on the ground.• During the
takeoff roll, make sure the airspeed is coming alive
and gauges are in the green. Ask yourself if the
airspeed “feels” right. If the airspeed isn’t
coming up fast enough, abort. • In flight if you
have a failure, try to determine the cause. An
clogged pitot tube will cause the airspeed to drop
to zero while a clogged pitot and static will cause
the airspeed to work as an altimeter, giving reverse
expectations such as increasing speed in climb and
decreasing in descent. The sounds of the air outside
should be clues to whether you’re actually
increasing or decreasing in speed. A blocked static
port only will cause the Altimeter to freeze while
the airspeed will overreport values.• When
dewpoint and temperature are close together, if the
humidity is high, even if the temperature is not at
freezing, the pitot can pick up ice. If equipped,
turn on the pitot heat. (note, if also having
alternator issues, this can drain the battery which
may be used for flaps, lights, gear, etc. depending
on aircraft. Use good judgment. If equipped and have
to use pitot heat while discharging battery, drain
backup battery first)• Switch to alternate static
source if equipped, using POH to determine altitude
error. If not equipped, breaking the glass on a VSI
can act as an alternate static source.• When
landing with inaccurate airspeed, ask yourself if it
“feels right”. Use clues such as RPM increasing
in descents and wind noise outside. Carry extra
airspeed in landing and use full recommended flaps
to lower stall speed. Consider a straight in
approach and be sure to be established with
attitude, configuration, and rpm set with plenty of
altitude. This will fix your airspeed within a
certain speed range and provide some additional
protection. GPS Failure• In this day and age we
have come to rely on the GPS too much• Fly every
flight as though you were going to dead reckon the
entire way. • Use other navigation aids, be sure
to identify station if using VOR or NDB systems•
It has been said that many aircraft in the future
may go back to using LORAN as a backup for GPS, and
may become integrated into the system so that you
know that your GPS has lost integrity and went into
LORAN mode. This essentially works like a GPS.•
Use the GPS as you would a VOR, noting distances
from various airports or identifying marks. Mentally
overlay this on a Sectional, possibly making updated
marks on the Sectional along with noting the time.
• If the unit fails, calculations can be made for
speed time and distance to find your way.• Dual
GPS units will allow for a malfunction of one
system, but not a loss of satellite signal
integrity• If you loose a minimal amount of
satellites, the system will eventually come back,
but in the meantime you navigate by other means•
Don’t be too proud to ask ATC for help with a DF
SteerAHRS Failure• Check that AHRS Circuit
Breakers are in• Use standby instruments• If in
a cloud and have the ability, used a timed 180
degree standard rate turn• If attempting a reset
in
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