Today's Message Index:
----------------------
1. 05:40 AM - remembering Dave Bigelow (robert bean)
2. 09:27 AM - 180 turn back to the runway video (Jason Omelchuck)
3. 09:54 AM - Re: 180 turn back to the runway video (Arksey@aol.com)
4. 10:07 AM - Re: 180 turn back to the runway video (John Hauck)
5. 11:02 AM - Re: 180 turn back to the runway video (Jason Omelchuck)
6. 11:02 AM - Re: 180 turn back to the runway video (Mike Welch)
7. 11:51 AM - Re: 180 turn back to the runway video (Jason Omelchuck)
8. 12:04 PM - Re: 180 turn back to the runway video (Jack B. Hart)
9. 01:03 PM - Flying the Kolb Ultrastar (Jean PILLAUDIN)
10. 05:26 PM - Re: Flying the Kolb Ultrastar (Kip)
11. 05:30 PM - Re: 180 turn back to the runway video (russ kinne)
12. 06:36 PM - Re: 180 turn back to the runway video (cristalclear13)
13. 06:43 PM - Re: 180 turn back to the runway video (John Hauck)
14. 06:43 PM - Re: 180 turn back to the runway video (Larry Cottrell)
15. 07:38 PM - Re: Re: 180 turn back to the runway video (Arksey@aol.com)
16. 08:00 PM - Re: 180 turn back to the runway video (Jason Omelchuck)
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Subject: | Re: Flying the Kolb Ultrastar |
Cool..... :D
--------
2000 Firestar II
R503 DCDI
VLS 750
2010 Waiex
Jabiru 3300
1980 Quickie 1
Electric?
Needs restoration!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295798#295798
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Subject: | Re: 180 turn back to the runway video |
OK, now you can beat me up too.
Esp since I'm a non-Kolb pilot.
But all this recent talk about minimum altitude to make a 180 back to
the runway after an engine failure on takeoff -- the early posts, at
least, and the video, indicate that the trials were done right off
the runway, at an altitude of 500' AGL or so.
IMHO, THIS IS ASSININE!
For the luvva Pete, and your loved ones, do these trials AT ALTITUDE!
The graveyard's full of people who didn't.
So beat me up if you want to. I only hope this will save a life &
avoid a crash or two.
Russ K
On Apr 26, 2010, at 1:48 PM, Mike Welch wrote:
> Jason,
>
> Very interesting exercise. For you and your plane, under these
> identical conditions,
> you feel that 500' agl is a safe u-turn height to make it back to
> the field. That is good.
>
> However, I want to point out that these are narrow parameters to
> duplicate. For instance; if you add a little headwind (which
> would then become a tailwind on a 180 deg turn), or if you add a
> passenger, or the density altitude is different, the outcome may be
> quite different.
>
> I'm not trying to rain on your parade, Jason, I just want to make
> sure we all remember this particular scenario has limited value.
> Being proficient at 180 degree turns (after take-off) is
> great!!!! But to be truly proficient, you'd need to practice in
> ALL wind conditions, several weight conditions, and various density
> altitude conditions, and combinations of all of these.
>
> Practicing proficient flying techniques is ALWAYS good advice.
> Especially those techniques that deal with emergency
> proceedures!! But, unless a pilot were incredibly confident he
> could make the field on a u-turn landing after an engine failure,
> the best advice is to always land straight ahead.
>
> BTW, keep in mind that practicing low level u-turns amount to
> acrobatic flying. More than a few pilots have died finding out
> that what they thought would work....didn't!!!
>
> Okay everybody, now you can beat me up.
>
> Mike Welch
> MkIII
>
>
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Subject: | Re: 180 turn back to the runway video |
Jason Omelchuck wrote:
> Hello All,
>
> One of the things I have always wanted to test was the height required to get
back to a runway after take off. On Sunday, I got a chance to do some testing
and I got a video of it. The runway I am flying from is about 2500 feet long.
I found that it required about 500' for me to make the 180 and get back to
the end of the runway. I tried it at 400' but the ending was not pretty (nothing
bent). The interesting thing is that at 600' I could not make the runway
because I had traveled further away from the runway than the extra 100' in altitude
allowed me to make up. My engine has a clutch, so the prop windmills at
engine idle just like it would windmill if the engine failed.
>
> http://www.youtube.com/watch?v=Pn6T8ynRDLk
>
> FWIW
> Jason
> MKIII Yamaha powered
> Portland, OR
Wish I had that many open fields to choose from for emergency landing spots.
Please be careful. Do you know your stall speed on a steep turn?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295812#295812
Message 13
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Subject: | Re: 180 turn back to the runway video |
Esp since I'm a non-Kolb pilot.
But all this recent talk about minimum altitude to make a 180 back to
the runway after an engine failure on takeoff -- the early posts, at
least, and the video, indicate that the trials were done right off
the runway, at an altitude of 500' AGL or so.
IMHO, THIS IS ASSININE!
For the luvva Pete, and your loved ones, do these trials AT ALTITUDE!
The graveyard's full of people who didn't.
So beat me up if you want to. I only hope this will save a life &
avoid a crash or two.
Russ K
***************************
Russ/Gang:
Would be a good idea to get some flight experience in a Kolb.
What Jason was doing was normal Kolb flying in my book.
I believe he has learned a great deal more about his airplane.
john hauck
mkIII
Titus, Alabama
Message 14
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Subject: | Re: 180 turn back to the runway video |
Not sure why you want to get beat up, but if it make you feel better
have your wife do it for us. In actuality the way that he did it was the
safest way to have done it at all. If you recall, he has a clutch, so
whether the engine is running or not, and his was, his prop is going to
spin and slow him down a lot. All he had to do was to apply throttle and
he is running again, so the danger that he put himself into was no worse
than any power off landing, whether it be straight in or not.
Now I don't have a clutch, but you can be sure that if you are not going
to make the runway, you are going to know it a long time before it gets
critical. If you have to pull start the engine, then you are engaging in
risky behavior, with a starter it is doable without too much risk.
Now the following may be only applicable to myself, if you do not react
this way, then by all means feel free to disregard the following. I have
had at least two situations that could be qualified as an emergency. The
first one was an engine malfunction wherein a spark plug cap disengaged
from the spark plug. I had noise, but no real power. I reverted to the
type of landing that I would normally make. Muscle memory if you will. I
picked a spot to land that was the best choice open to me, throttled
back and set it down. There was a large rock that I could not see, ended
up on my back with gas dripping by my ear. Besides the damage to the
landing gear, and a crushed nose cone, I had a prop strike when I
flipped, and a bit more damage than necessary. What would have been
better would have been to shut off the engine, master switch, and made
my approach as slow as I could, even to pancake it in if necessary. I
had never faced the possibility of an off field landing, so I reverted
to what I did each time I landed. No emergency practice or even thought
of what I would do in an emergency, nothing.
Now after that and early last year there was the original discussion
about how much altitude one needed to make a unpowered turn. I went out,
( I did use more altitude however) and found that I could make a full
turn within 200 feet. One of my misadventures with a HAC-man wherein I
neglected to turn it off as I was coming in for a landing. ( I ascribe
no blame to the HAC-man system. It operated as it was designed to do.
The fault was entirely mine.) I was on final approach to my cross wind
runway, which is a bit uphill. I was probably under 300 feet, the engine
quit. Straight ahead there was nothing but sage about two feet high.
Behind me was a clear patch of dirt that was as smooth as one could ask
for. It was also on down sloping ground. I knew I had altitude enough to
turn, the question was whether I had enough altitude to make the
clearing. Well I did, skimming the last piece of sage between me and the
clearing. I shut off the HAC-man, started the engine and went home to an
ass chewing by the little lady.
Now I will not deny that there was a large measure of luck, but I knew
how much it would take to turn, I knew what my best glide was, and I
pulled it off with no repair, other than my britches. Had I gone
straight ahead, I would have been replacing the nose cone, and probably
recovering.
My point is if you do not know how the plane will react, you will have
no other choice than muscle memory. Yes straight ahead is probably
safest if you don't know, but its most likely gonna hurt. Any exercise
that you are going to attempt should be carried out with as much safety
cushion as you can get, but knowing what to expect from your plane and
preparing yourself for it is priceless.
Now I thought that this should be classified as gentle, but I think he
did as he should have done. An emergency is no place for guesswork.
Larry
Note: If you forward this email, please delete the forwarding history,
which includes my email address.
----- Original Message -----
From: russ kinne
To: kolb-list@matronics.com
Sent: Monday, April 26, 2010 6:25 PM
Subject: Re: Kolb-List: 180 turn back to the runway video
OK, now you can beat me up too.
Esp since I'm a non-Kolb pilot.
But all this recent talk about minimum altitude to make a 180 back to
the runway after an engine failure on takeoff -- the early posts, at
least, and the video, indicate that the trials were done right off
the runway, at an altitude of 500' AGL or so.
IMHO, THIS IS ASSININE!
For the luvva Pete, and your loved ones, do these trials AT ALTITUDE!
The graveyard's full of people who didn't.
So beat me up if you want to. I only hope this will save a life &
avoid a crash or two.
Russ K
Message 15
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Subject: | Re: 180 turn back to the runway video |
good thinking Jason.....let us know your final results i am sure we will
find them interesting and helpful.....jswan fly safe .....
do not archive
jim swan firestar ll 503 michigan
Message 16
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Subject: | Re: 180 turn back to the runway video |
Hello Crystal,
In a descending (power off) turn at constant airspeed your airplane will stall
at the same speed it does straight ahead with power off. The risk is keeping
the turn coordinated so that remains true for both wings. The tendency is to
try to put in too much rudder to tighten the turn and you then run the risk of
the inside wing stalling. when I first started practicing at altitude, I noticed
I could feel the wing start to bobble at stall and that it would increase
the bank and start the beginning of a spiral. It was a little unnerving at first,
but I noticed I could keep it from developing by a little opposite rudder
and of course getting the nose down ever so slightly to keep the airspeed up.
I did practice (at altitude) going from a full throttle climb to a descending
180 turn while trying to keep a constant airspeed. One of the things I think
I have learned while doing this close to the ground is that the fear of hitting
the ground is a very ingrained in my brain. It is an un-natural act to put
the nose down to save yourself from hitting the ground. I believe this has
caused many an airplane accident because it is just does not make sense, your
instinct really wants to pull back on the stick to extend the glide just that
little bit more. This sensation does not get triggered when flying at altitude.
I believe this is the reason that many a Kolb landing gear has been bent by
people who are used to flying GA aircraft. To the pilot of a faster airplane,
the angle of approach that must be kept close to the ground before round out
is alarming until you do it many times.
My $.02 worth
Jason
cristalclear13 wrote:
>
> Jason Omelchuck wrote:
> > Hello All,
> >
> > One of the things I have always wanted to test was the height required to get
back to a runway after take off. On Sunday, I got a chance to do some testing
and I got a video of it. The runway I am flying from is about 2500 feet long.
I found that it required about 500' for me to make the 180 and get back
to the end of the runway. I tried it at 400' but the ending was not pretty (nothing
bent). The interesting thing is that at 600' I could not make the runway
because I had traveled further away from the runway than the extra 100' in
altitude allowed me to make up. My engine has a clutch, so the prop windmills
at engine idle just like it would windmill if the engine failed.
> >
> > http://www.youtube.com/watch?v=Pn6T8ynRDLk
> >
> > FWIW
> > Jason
> > MKIII Yamaha powered
> > Portland, OR
>
>
> Wish I had that many open fields to choose from for emergency landing spots.
> Please be careful. Do you know your stall speed on a steep turn?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295828#295828
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