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02-07-2012, 12:47 PM
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Join Date: Nov 2006
Location: El Paso, TX
Posts: 43
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Emergency maneuver training / FUN!
I recently attended APS emergency maneuver training in Phoenix, Az. This was probably the best aviation training that I have ever received! The training was a 3 day course, with 6 flights in the Extra 300L, and the experience was invaluable! A little bio on myself when I attended this course. 5000+ total time, 4 1/2 years part 121 with Expressjet, and now I drive a C550, and of course, the 4. During the 3 day course, there was about 12 hours of ground school which covered a lot of aerodynamics. One interesting tidbit I learned from this training, if you unload your aircraft from 1G to 1/2G, your stall speed decreases by 42% ( it's a good thing to know when you are in a stall). The instructors at APS are top notch (ex military / airline), and their knowledge base is incredible. Unlike regular flight training in the past, where we all have talked about all of the different types of stalls with our CFI, and only do power off and on in the aircraft. During my APS training we actually preformed every type of stall, in every type of attitude, in the aircraft. Instead of what we are used to doing, talking about the "theory" of what is going to happen during ground school, like all of us have in the past, and never preforming the actual maneuver.
For all of us, experiencing these many different types of upsets could possibly save our lives. I can't say enough how invaluable this training was.
This is only the tip of the iceberg during my experience, if you have any questions let me know. Here is the highlight reel from the last 40 minutes of my training.
http://www.youtube.com/watch?v=1fM9_...g6NomixB_54kJX
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Remember the ground never misses and gravity never takes a day off.
RV4 N227MJ
5T6,NM
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02-07-2012, 01:21 PM
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Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
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very nice.
I have a BFR due in May so I have signed up for a EMT course as part of the flying portion.
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Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
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02-07-2012, 01:25 PM
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Join Date: Aug 2010
Location: Rochester, NY
Posts: 174
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Quote:
Originally Posted by hydroguy2
I have signed up for a EMT course as part of the flying portion.
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How does learning to ride in an ambulance satisfy your biennial requirements?
 Sorry. I couldn't resist.
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02-07-2012, 01:38 PM
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Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
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Quote:
Originally Posted by Phlyan Pan
How does learning to ride in an ambulance satisfy your biennial requirements?
 Sorry. I couldn't resist.
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you should see how the pilots at my little airport land....an EMT on staff might be a good thing. 
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Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
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02-07-2012, 02:12 PM
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Join Date: Oct 2009
Location: Victoria, BC, Canada
Posts: 3,932
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Quote:
Originally Posted by Jetlinkin
One interesting tidbit I learned from this training, if you unload your aircraft from 1G to 1/2G, your stall speed decreases by 42% ( it's a good thing to know when you are in a stall).
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Are you sure you don't mean increases? 
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Rob Prior
1996 RV-6 "Tweety" C-FRBP (formerly N196RV)
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02-07-2012, 02:31 PM
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Join Date: Feb 2007
Location: San Diego, CA
Posts: 1,670
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Decreases is correct. OTOH, if you increase the G loading up to 2 G's, the stall speed increases. The higher the G, the higher the stall speed, and vice-versa.
At zero G, you can't stall the plane.
Of course you can't maintain zero G very long, as you end up pointing straight down!
__________________
Pete Hunt, [San Diego] VAF #1069
RV-6, RV-6A, T-6G
ATP, CFII, A&P
2020 Donation+, Gladly Sent
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02-07-2012, 02:41 PM
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Join Date: Jul 2009
Location: Niceville, Florida
Posts: 434
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Nope...stall speed decreases under low G conditions. At zero G, the stall speed is zero (and the airplane is effectively ballistic). A proper unload can undo a myrid of sins. Any nose rise/slice/stick force lightening or buffet, neutralize control inputs and unload to a 1/4 G condition (my RV-4 is carbuerated), reduce power (to mitigate torque effect) and wait until the velocity vector transits the horizon and airspeed increases through about 100 MPH and then recover. The basic concept is to "unload for control." As long as the ground doesn't get in the way, it works like a champ. Under 1/4 to 1/2G, the engine runs fine, as zero G approaches, it begins to bark and won't operate continuously at zero G. Under low airspeed conditions, when the engine quits, the light weight (Catto) prop will generall stop. In this case, an airstart is required post-recovery.
Post-stall breakdown in the directional control in our RV-4 tends to be in yaw, especially considering prop effects, so generally the first sign of things going astray is uncommanded yaw--perceived as the nose slicing. You also need to be aware of torque effects as the airplane decellerates and not fight an uncommanded roll with a "subconscious" aileron input.
An important part of this technique is to properly neutralize the controls and be patient until the airspeed begins to increase. All RV's accellerate once the velocity vector is below the horizon, especially those equipped with fixed pitch props. Attitude is not important during the recovery, only establishing the low G condition desired for recovery is. For example, if you're inverted in a nose-high condition with airspeed decreasing, you can effectively maintain a low-G condition upside down while the airplane transits a ballistic arc. This could be disorienting if you're not familar with all-attitude/aerobatic flight; but it's not a difficult technique to learn once you've been exposed to it.
Fly Safe,
Vac
__________________
Mike Vaccaro
RV-4 2112
Niceville, Florida
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02-07-2012, 03:29 PM
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Join Date: May 2005
Location: Tuttle, Oklahoma
Posts: 2,563
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Quote:
Originally Posted by Vac
Nope...stall speed decreases under low G conditions. At zero G, the stall speed is zero (and the airplane is effectively ballistic). A proper unload can undo a myrid of sins. Any nose rise/slice/stick force lightening or buffet, neutralize control inputs and unload to a 1/4 G condition (my RV-4 is carbuerated), reduce power (to mitigate torque effect) and wait until the velocity vector transits the horizon and airspeed increases through about 100 MPH and then recover. The basic concept is to "unload for control." As long as the ground doesn't get in the way, it works like a champ. Under 1/4 to 1/2G, the engine runs fine, as zero G approaches, it begins to bark and won't operate continuously at zero G. Under low airspeed conditions, when the engine quits, the light weight (Catto) prop will generall stop. In this case, an airstart is required post-recovery.
Post-stall breakdown in the directional control in our RV-4 tends to be in yaw, especially considering prop effects, so generally the first sign of things going astray is uncommanded yaw--perceived as the nose slicing. You also need to be aware of torque effects as the airplane decellerates and not fight an uncommanded roll with a "subconscious" aileron input.
An important part of this technique is to properly neutralize the controls and be patient until the airspeed begins to increase. All RV's accellerate once the velocity vector is below the horizon, especially those equipped with fixed pitch props. Attitude is not important during the recovery, only establishing the low G condition desired for recovery is. For example, if you're inverted in a nose-high condition with airspeed decreasing, you can effectively maintain a low-G condition upside down while the airplane transits a ballistic arc. This could be disorienting if you're not familar with all-attitude/aerobatic flight; but it's not a difficult technique to learn once you've been exposed to it.
Fly Safe,
Vac
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Ok, I am going to show my ignorance with my questions concerning this post. I have a few phrases used above that I do not quite understand. Vac, can you expound upon what these phrases mean, or, in some instances, describe how you perform the maneuver you describe?
"A proper unload" - What exactly does the pilot do to perform this?
"Any nose rise/slice/stick force lightening or buffet, neutralize control inputs and unload to a 1/4 G condition" - I am not sure what you mean by "slice" and again what specific action is the pilot performing to "unload to a 1/4 G condition"?
"wait until the velocity vector transits the horizon and airspeed increases" - What is "velocity vector"? What is the pilot observing in this state?
"the first sign of things going astray is uncommanded yaw--perceived as the nose slicing." - Again, here is the phrase "nose slicing". Can you describe this?
"you can effectively maintain a low-G condition upside down while the airplane transits a ballistic arc." - Can you explain HOW a pilot "maintains a low-G condition" whether inverted or right side up? Is the pilot pointing the nose of the aircraft toward the ground in order to "unload" the G-forces?
Thanks for any enlightening you can provide.
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02-07-2012, 03:37 PM
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Join Date: Sep 2007
Location: pittsburgh pa
Posts: 533
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Very cool
and I just have to say it....... nicely done!
I think that there certainly is a certain aversion to manuvering that settles in after hours and hours of trying to be smooth. You almost begin to forget who is flying who. You begin to compromise with the airplane and just coax it to do what you want it to as long as it does'nt seem to object (or disturb the pax).
Some occasional yanking and banking restores that feeling of positive control back into your mind.
I think that the most demonstrative manuver we used to teach in Navy basic training was the skidded turn stall (I guess essentially a snap roll). Big time cross controlled stall that snaps inverted instantly.
Very valuable training for sure, and as a GIB, I'm glad you got that training!
__________________
Gary Reed
RV-6 IO-360
WW 200 RV now an Al Hartzell for improved CG
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02-07-2012, 07:42 PM
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Join Date: May 2011
Location: Atlanta GA
Posts: 22
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Quote:
Originally Posted by RVbySDI
Ok, I am going to show my ignorance with my questions concerning this post. I have a few phrases used above that I do not quite understand. Vac, can you expound upon what these phrases mean, or, in some instances, describe how you perform the maneuver you describe?
"A proper unload" - What exactly does the pilot do to perform this?
"Any nose rise/slice/stick force lightening or buffet, neutralize control inputs and unload to a 1/4 G condition" - I am not sure what you mean by "slice" and again what specific action is the pilot performing to "unload to a 1/4 G condition"?
"wait until the velocity vector transits the horizon and airspeed increases" - What is "velocity vector"? What is the pilot observing in this state?
"the first sign of things going astray is uncommanded yaw--perceived as the nose slicing." - Again, here is the phrase "nose slicing". Can you describe this?
"you can effectively maintain a low-G condition upside down while the airplane transits a ballistic arc." - Can you explain HOW a pilot "maintains a low-G condition" whether inverted or right side up? Is the pilot pointing the nose of the aircraft toward the ground in order to "unload" the G-forces?
Thanks for any enlightening you can provide.
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An aircraft in normal steady state (cruise flight) is under the force of 1g. Remember when your CFI showed you pencils floating in the cockpit to you once? ( I am almost positive they did- most show you that). When the pencils float it is essentially a zero g or negative G maneuver depending on how hard/quick they move controls. Its not just pushing the nose down at 1 G to break out of the stall, its on the verge of an aerobatic maneuver. If done properly you can fly an average piston airplane almost straight up (for a few short moments) without stalling it. It is the same as shooting a bullet straight up into the air or throwing a stone, at the top of the arc it slows down to zero for a moment before starting to fall downward at velocity again.
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