brndiar

CYA 1000 is not "true" aoa Sustem? By the way cost only $625.

I bought my CYA 1000 aoa indicator from Aircraftspruce for $625. Will be installed bei next Annual.

2Blade Hartzell proop (Hartzell HC-C2YK Hub with 1/7666-2 blade ist (in my case was) most effective bei 2500 RPM. Is there "most effective" RPM recommendation for 3 Blade McCauley Prop? Thanks,milos

Thanks, In POH there is NO W$B. In attachement is what I use. Is there any "official" W&B for M20? Milos.

Hi. Does anyone have experience with 3 Blatt McCauley Propeller? In Schopp i was toiled that 3 blatt is better. Have to change from Hartzell 2Blatt. Thanks, Milos

With "hard pancake landing" wing rupturing and spilling fuel would always be the issue. Not so bad as with some LSA (a lot of them....) where the tanks are in fuselage and pilot literally sits on 50-60L of Benzin. After BRS activation there is always a risk of fire + your ship will become a toy of wind..... https://www.youtube.com/watch?v=gf8DYXUOai8

6 years ago Installed BRS in my all metal "European LSA" (Annex II Aeroplane). It is a taildragger with a firm gear. Theoretically BRS is installed in a way that "hard pancake landing" would avoided and energy of impact will be absorbed first by one wing followed by tail. Easier to achieve with metal construction vs. Carbon/fiberglass construction, which does not absorb energy that good. hopefully not off topic

Some point to think of: In 2015, the fatal rate was at a historic low of 0.92/100,000 flight hours and in 2016, the most recent year for which reliable data is available, it inched down further to 0.80. source: https://www.avweb.com/aviation-news/nall-report-ga-fatal-accident-rate-continues-to-fall/ Current accident rates in a Cirrus 0.95 fatal accidents in 12 months Per 100,000 hours of flying time in past 12 months (9 accidents* in 950,000 hours) 0.92 fatal accidents in 36 months Per 100,000 hours of flying time in past 36 months (25 accidents* in 2.7 million hours) https://www.cirruspilots.org/copa/safety_programs/w/safety_pages/720.caps-saves-and-fatal-accidents.aspx?1 .... Just Statistic... m

Where und wann happened Second fatal Acclaim Ultra Accident-? At https://aviation-safety.net/ there is only one, that from 11.6.2019 Thanks. Just curious.

Congratulations Enjoy. I have mine 1977 C ( no modifications) since march. 120 hous since then throughout Europe. Love it. m.

Students with best CFIs of the Word :-)))).... Sorry for sarkasmus.

Thanks for Reply. Please, see Figure 1.5.5: Pilots involved in maneuvering accidents in the Report and Figure 1.4.5: Pilots involved in fuel management accidents and there % Lethality. Point 4 is from FAA. I am not trying to offend anyone. Just statistic. Where is the mistake? Sorry.m.

Hope not off topic. With better accident record of airliner we have something to learn from them. But WHAT?????? I would like to put here some topic to "tematizieren" 1, GA Fatal Accident Rate Continues to Fall: (28th Joseph T. Nall Report General Aviation Accidents in 2016) https://www.aopa.org/-/media/files/aopa/home/training-and-safety/nall-report/28th-nall-report/non-commercial-fixed-wing/non-commercial-fixed-wing-totals.pdf?la=en&hash=0B36F11DC48273D0A18458FF8FA6BBFDF4A8B8DE 2, Pilots involved in fuel management accidents (accident lethality%) : ATP 12.5%, Private 9.7% CFI on board !!! 18.8% 3, Pilots involved in maneuvering accidents: ATP 40.0% of Fatal accidents with 66.7% Lethality. Private 24.0% with 54.5% Lethality. CFI on board 37.2%!!!! of all accidents with 62.5% Lethality. 4, The FAA has formally requested the International Civil Aviation Organization (ICAO) to address the issue of declining manual flight skills among airline pilots. In a brief submitted to ICAO, the agency says pilots have become too dependent on aircraft systems and either haven’t adequately learned or have not maintained their ability to manually control their aircraft, particularly during the emergencies that result in loss of the systems. “When automation ceases to work properly, pilots who do not have sufficient manual control experience and proper training may be hesitant or not have enough skills to take control of the aircraft,” the FAA report to ICAO said. m.

OK, TURN- The secret of keeping a turn strictly level lies entirely in the proportion of BANK to BACK PRESSURE. Theoretically with 60 grad bank wou have 2Gs and x 1,4 Vs. By too little pressure in turn - you loses altitude + initially you have slip, too much pressure - you gain altitude. One more time- to get a nice book turn -at any one moment the back pressure must be exactly RIGHT FOR THE STEEPNESS of BANK. At shallow turns there is a tendency to adjust the back pressure to bank und vice versa in the steep turn. If during any part of turn the airplane slips, the reason ist almost certainly lack of sufficient pressure and correction should be done with increase the back pressure /NOT WITH RUDDER!!!/. I personally like 45 grad turns, also in emergency, because 45 grad turn is the most effective, with load Factor 1,42 only and does not increase your stall speed dramatically (1,2xVs). BUT !!!!!- all this applies to nice, book, coordinated turn (+ BACK PRESSURE ist correct for that BANK). IN OTHER WORDS SELTEN the case in stress and case of abrupt turn. Skidding turn ( in emergency often the case + classically, base to final turn) can trick you to PULL MORE AND THAT IS THE PROBLEM. In the worst case this can lead to crossed control with stick in the right rear corner (in case of left spin). No Tape (Orange, black, pink ... whatever) will help you here. The anatomy of that Problem is nice explained in Langenwiesche Book (60 year old) written in Pilot language (no Maths, no Formulas). In this book for me most valuable ist chapter The dangers of the air. m.