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fuel calculations aren't this hard.
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jesus freakin' christ. i walk into the school today to catch my afternoon helicopter relay mission flight and was told that a dude that i'd been bitching about for the last 2 weeks give or take ran out of fuel. :banghead: lesse here. when i flew over the aftermath, oh, and yes he's ok. just a severe case of rectal cranial disorder, i counted 1 - 2 - 3 - 4 - FIVE safer places to land than what he chose. 1 highway, 1 country road (paved) 2 dirt roads and the beach. yet we get this:
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how ironic is my sig line now?
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oh and then after i got over my relay position i got a radio call from helio base saying that they got their towers fixed and our job is done. oh well, it was fun while it lasted. (no relation to the crash)
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I am NOT a piolot but I think I could have found a MUCH better place to put that plane down !!!!!! Hell there is a road just at the TOP of the pic , and Smoother ground as well !!!
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Didn't you previously say in another sage sig that if you have to crash it, fly it in as far as possible? Maybe quitting before the field meant prematurely ending...
Ok, I don't know. All my airtime is strictly ballistic. |
Did he actually run out and glide in there or powered in on the last fumes?
If he was gliding and the wind was the wrong way it may not have been a choice. Or he's an idiot. :) |
So, is there an airplane equivalent to AAA? If you put it down without breaking it somewhere you can get it in the air again, can they just run you out a can of AvGas to get you to the nearest airport, or would they have to take the wings off and tow it in?
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I *am* a pilot and I have to agree with plthijinx, there are MUCH better places to set down, even gliding, although there's NO excuse for running out of fuel.
Looks like he nosed over to boot. THAT airplane won't be flying for a while. And that pilot shouldn't be flying again at all. What a moron! Brian |
you nailed it brian. he picked the only mud hole in that sector.
here's the break down: engine mount: toast firewall:no damage (that's REAL good news) wings:ok, a few bumps and bruises verticle stabilizer: a little crunched but not too bad nose gear: ?? not sure but i'm sure it's toast. rumor has it he was at 5,000 feet when this happened. *fucknut* is an idiot! no tw as long as we were at our posts, we communicated normally. bruce: fucknut is an idiot no equivilant to AAA wolf, mike went out there last night and trailered the airplane and drove it to our sister airport where we can make repairs yeah, i had quoted bob hoover bigv. "fly the thing as far into the crash....." which fucknut didn't do. this is a perfect example of what not to do when the engine quits for whatever reason. |
well i'm going to go hang at the airport, if we go to the sister airport i'll snap some pics. i'll be going over there eventually anyway.....plt
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How many minutes is 5000 feet if you know what you're doing? The glider pilots can stay up all day...
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Hey! Don't they put gas guages on those things? I mean, wouldn't he have noticed the needle starting to point down to that dread "E" and maybe put in a call to the nearest county airport? If there WAS no gas guage, I'd think he would do like I used to do when I had an old beater car with a broken gas guage. "Let's see, I just put in 10 gallons of gas. This old clunker gets 15mpg, so I'm set for 150 miles". I'd then make a note of the odometer reading, add 150 to that, and tape the mileage estimate to my dash, after subtracting 5 miles for good luck. When I hit 145 miles, I knew it was time to start looking for a Conoco sign.
And yeah, while he wasn't in a glider, he must have still had a certain amount of momentum going for him, and its my understanding that when you land, you put the plane into a brief stall, anyhow, so he must have had a couple of miles to pick out his landing spot. "Highway? Ummm, maybe not. Wouldn't want to land on a little old lady out for a Sunday drive. Dirt road? Perfect! Less chance of an encounter with an automobile and less chance of damaging the plane. I'll take it!" But what do I know? I'm just a dumb cowgirl. :eyebrow: |
UT at 5,000 and you "trim" for best glide you have roughly 10 minutes. gliders are built different so they can last up there. not too sure about their aerodynamics. so if there is anyone here on the cellar that would care to elaborate...go for it.
mari i got on his ass a little more than a week ago about not trusting the guages. i asked him how much fuel he had and he told me what the guages said when i was expecting a time endurance. yeah, they give you an idea of how much you have but NEVER, EVER, trust cessna fuel guages. you do what you did in your old car. you have X gallons, you burn Y gallons an hour. plug it in, do the math and you know your endurance. |
LOL I remember those gauges. Accurate to within 1/2 tank. I *never* looked at them. I used the Hobbs meter and my trusty watch.
Plan the flight and fly the plan. - old flight instructor |
lol, yeah, that's about right! all of what you said brian!
rumor has it that the faa might give him a re-evaluation checkride, and they should. |
I hope they include engine out procedures. Mine did.
Old bastard. I'll never forget how I was on short final and he reaches over and takes out the key and says, "You've lost your engine. What do you do?" "Other than crap my pants you mean?" I asked. And he just LAUGHS! No wonder everyone was afraid of him. I got it down safely though. I always thought I should have said "I'd shove my examiner out the door to lighten the plans and extend my glide distance!" But it didn't occur to me until it was too late. Brian |
whoa! wait a minute! he took the keys out of the ignition?!?! :mg: well at least you were on short final and had the field made (i assume) was he a DE or with the FAA?
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brian, i may have asked you before, how far into your ratings have you gone?
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I made it to SE land, signed off on retracts and hi-perf. 120 hours.
Yes, I had the 'numbers' made before he took out the key. I think he was just trying to rattle me. That was my FAA checkride. Now I know why everyone shuddered when they heard who was doing mine. BTW, I went through four instructors before I finished. LOL Brian |
that's not uncommon. lemmeseehere i went through 3 for my private, and at least 18 for my instrument. had the last one on my instument train me for my commercial and my commercial multi add-on. 570 total give or take and 70 hrs multi-engine.
so he was an FAA examiner and not a designated examiner? FAA examiners are free, that's the only good thing about 'em. |
But, three out of the four stopped flying after me. No lie. And I never did anything really bad. The worst thing I ever did was take a turn a little fast and chirp the wheels a bit.
My excuse? It was darn DARK when the lights went out on me after I touched down and went to turn off the runway. I didn't brake enough to make the mid-point turnoff and my first warning of this was the tiny little sign appearing to my left. And I never ground looped or left my instructor somewhere or took of from a taxiway like SOME students did. I never understood that. How the heck do you NOT notice the instructor is no longer next to you? Brian |
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My current dealings with cockpit instrumentation involves MFDs, DEDs, and HUDs. I'm not familiar with the term Hobbs, what is it? Picture pls?? |
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it's an hour meter. it starts when you fire the plane up. leemesee for a pick.....ah, here we go. sorry about the resolution. i don't have PS here at work.
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DEDs Hobbs? what's that and who do you work for to have experience with those?
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In the 1960s a good sailplane glide ratio was 22 feet horizontally for every foot downwards. Nowadays, it's what? -- 30:1 and better? Where do you look if you're not in glider country like central California with all the ridgeline wave?
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from what i understand, in this area, glider pilots look for thermals and use them to soar upto the desired altitude......
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DED = digital entry display. Used to give the pilot useful nav/uhf/vhf information. It also gives displays fault warnings for things such as avionics/engine/electrial. |
ahhhhh verrrrrry cool! :thumb:
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NTSB report on 13 Sept 2005 landing Quote:
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:redface: all comments about his intelligence aside, that dude must feel pretty dumb at the moment. Steve |
Been over 40 years since I have flown a Cessna 150, But I seem to rermember that you set the mags. to both. Didn't the fuel also set to both?? Maybe the 150 only had 1 tank??
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I'm pretty sure I recall that the 150 tank selector has a "both" position...I *know* that the 152 does. But when parked on a sloping ramp it's common to set one tank only to prevent crossfeeding and fuel loss though the tank vent |
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The only actual requirement for certification is that they read "empty" when empty.
NO WAY !!!! There HAS to be SOME kind of standerd for accuarcy !! Not just "some, uhh maybe " then EMPTY !!! |
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These are typical: http://f3c.yahoofs.com/auc/000116360...AmqsLBuhRdcAfT http://f3c.yahoofs.com/auc/000114710...AmqsLBCSkXLEuK |
An indicator calibrated in appropriate units and clearly marked
to indicate those units must be used But there HAS to be a stanrard SOME where !!! Are you telling me that all those Big Air liners are just winging around off of Jethro Bodeen "Naught +naught =Naught " ??? |
big airliners have capacitve FQ measurements, working with quantities of fuel up around 50,000 pounds and higher. They are more accurate mostly because it's more dangerous to have a big plane go empty and more inmportantly, passengers have survivors who sue.
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Big airlines also cost considerably more than the 152 trainer in question. And have fuel flow sensors that feed the flight management system with minute by minute accurate fuel consumption data...which is why one transatlantic flight got in trouble after a last minute engine change. A fuel leak developed that dumped increasing amounts of (uncounted) fuel overboard...they ended up dead-sticking in.
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[pathological need to belong]
my dad was a pilot in the navy and, once a civvie, he became a small engine pilot, was one for years; a founding member of the Dayton Airport and an official there. (ok, no one has heard of it) and I recall this: Flying with dad and him having to do an emergency landing (much to Control's disbelief) because I puked. Apparently I puked a LOT. [end pathological need to belong] So. flying isn't all it's cracked up to be. |
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It's puking that sucks. The best cure for airsickness is taking the controls...he should have let you fly it. |
...but her controls were bathed in puke.
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Fresh air on the face from a vent is often helpful too. And if the pilot has been flying steep banks or other accelerated maneuvers, they should be halted immediately. |
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