[NSRCA-discussion] operational limits
Del K. Rykert
drykert2 at rochester.rr.com
Sat Oct 13 11:18:40 AKDT 2007
Hi Ron...
I can sure imagine some of his experiences. While stationed out of Long Beach, CA (USN) I happened to witness an attempt at obtaining flight certification status of a new airplane. Two people on board. When I 1st noticed plane it was already in a flat spin at several thousand feet. I had a stiff neck watching these two attempt to recover the plane. After many minutes of various control inputs and throttle changes in thicker air they one bailed out but pulled his rip cord immediately. He died when plane fell on top of him tangling his chute in the empennage banging him into the plane knocking him unconscious. The remaining pilot was able to get the shrouds clear of the plane but still unable to recover plane and departed plane at around 1400 feet. He choose to delay his chute opening till just before hitting the water. Was just enough to break the fall and had a few couple of bones broken from impact.
While obtaining my pilots license I always used that as a reminder how nasty airplanes can get if operated outside of their certification. I always enjoyed exploring the envelope but staying within its approved limits.
Del
----- Original Message -----
From: Ron Lockhart
To: NSRCA Mailing List
Sent: Saturday, October 13, 2007 12:53 PM
Subject: Re: [NSRCA-discussion] Cross Wind Components
I'm fine being a test pilot with RC models.
For full scale, I'm happy with staying inside known operating limits.
The NASA guy I mentioned doing spin testing had airplanes modified with a parachute attached to tail,
quick release pins in pilots door, and wore a parachute. Says he used the tail parachute to recover
from some spins, and thought about pulling the door pins, but never actually got forced into that.
Ron Lockhart
----- Original Message -----
From: Del K. Rykert
To: NSRCA Mailing List
Sent: Saturday, October 13, 2007 11:36 AM
Subject: Re: [NSRCA-discussion] Cross Wind Components
What true pattern pilot isn't also a test pilot? Our planes certification is a successful maiden flight.
Del
----- Original Message -----
From: "Ron Lockhart" <ronlock at comcast.net>
To: "NSRCA Mailing List" <nsrca-discussion at lists.nsrca.org>
Sent: Saturday, October 13, 2007 8:48 AM
Subject: Re: [NSRCA-discussion] Cross Wind Components
>I agree with John K's comments.
> Years ago received a briefing from a NASA test pilot that ran a light
> aircraft study
> of spin capability. He also made the point that when you exceed the number
> of spin
> turns you have become a test pilot. Also noted that in his spin testing he
> had found
> a number of planes that acted no different after exceeding the certified
> number, and
> also a number that got real nasty. He also noted if CG is out of limits,
> your a test pilot.
>
> Later Ron Lockhart
>
> ----- Original Message -----
> From: "John Konneker" <jlkonn at hotmail.com>
> To: <nsrca-discussion at lists.nsrca.org>
> Sent: Saturday, October 13, 2007 8:10 AM
> Subject: Re: [NSRCA-discussion] Crashing on takeoff and landing
>
>
>> Chris Moon may want to correct me if I'm wrong but...
>> Crosswind components.
>> The term is "demonstrated crosswind component" and is just that...the
>> maximum that was demonstrated during certification.
>> Talking full size here.
>> You may not have the skill to successfully land with the DCC or you may be
> a
>> good enough pilot to successfully exceed the DCC.
>> The DCC is not the absolute limit of the airplane capability.
>> Same with spins.
>> Something like a C-152 Aerobat is approved for spins.
>> 3 turns were demonstrated during certification.
>> They too may be exceeded...
>> The only thing when you do you are entering the realm of "Test Pilot".
>> :-)
>> There!
>> I'm going back to bed.
>> My head hurts!
>> JLK
>>
>>
>> >From: "Del K. Rykert" <drykert2 at rochester.rr.com>
>> >Reply-To: NSRCA Mailing List <nsrca-discussion at lists.nsrca.org>
>> >To: "NSRCA Mailing List" <nsrca-discussion at lists.nsrca.org>
>> >Subject: Re: [NSRCA-discussion] Crashing on takeoff and landing
>> >Date: Sat, 13 Oct 2007 07:55:43 -0400
>> >
>> >Basically two big reasons. People sometimes have not mastered the
>> >transitory part of leaving or arriving in wind and all flying vehicles
> have
>> >a crosswind limit that they can be landed and taking off in. If it is
>> >exceeded crashes are often the result. Even the shuttle does and the
>> >Concorde had crosswind limits.
>> >
>> > Del
>> > ----- Original Message -----
>> > From: rjo626 at aol.com
>> > To: nsrca-discussion at lists.nsrca.org
>> > Sent: Friday, October 12, 2007 6:46 PM
>> > Subject: [NSRCA-discussion] Turbulence
>> >
>> >
>> > Then why do more people seem to crash on takeoff or landing on
>> >windy days?
>> > RJO
>> >
>>
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