Just what do you call a cluster of ducks?
Nicely caught P2 – and a time saver; I will see your Centaurus and raise you a Tee Em. For my money TM raises one of the major items the ATSB hesitates to approach. Remember who approves/ accepts procedures and checklists. For students a critical area; who knows, had the GA been executed as per the manufacturer procedures used during certification the accident would. perhaps, never have occurred. But I forget, the average CASA FOI knows truck loads more that the manufacturer and their test pilots, sorry my bad.
Bravo TM, spot on and damn right. But of course ATSB ain't going to step up to mark and say it is very wrong to teach a homemade, but approved system for a critical flight sequence – the fellah was sick don'tcha know. Well, that's Avmed back in the spotlight.
What a cluster of ducks.
Nicely caught P2 – and a time saver; I will see your Centaurus and raise you a Tee Em. For my money TM raises one of the major items the ATSB hesitates to approach. Remember who approves/ accepts procedures and checklists. For students a critical area; who knows, had the GA been executed as per the manufacturer procedures used during certification the accident would. perhaps, never have occurred. But I forget, the average CASA FOI knows truck loads more that the manufacturer and their test pilots, sorry my bad.
Quote:TM - The ATSB reproduced a copy of the company procedure for a go-around which stated the configuration should not be changed until a positive rate of climb is first achieved. This differs from the manufacture's procedure that states the flaps must be immediately retracted to 20 degrees from 40 degrees on commencing the go around.
The manufacturer's recommendation covers the various temperatures that may be encountered in normal service. At high ambient temperatures and other than sea level airports, the aircraft may not be able to maintain a positive rate of climb with full flap extended. Hence the advice to select 20 degrees immediately after full throttle which reduces drag significantly and approximates best lift flap. This technique applies in the POH to the C150, C172 and presumably the C182. Selection of flap up in ten degree stages is not a Cessna manufacturer SOP in the POH.
While it may sound laudable that a training provider wishes to tailor its training procedures to pilot experience level, the fact is students must be competent to operate the aircraft in accordance to the manufacture's POH if performance figures are to be met.
Quote:It is wrong to send a student solo day or night if he has not been taught to operate the aircraft correctly and safely to the manufacturer's recommendations. That includes a go-around procedure if approaching to land with full flap. Teaching students to land with partial flap invites a higher speed than recommended since there is less drag, and a longer float and possibility of a higher touch down speed. The higher touchdown speed brings with it, its own risks.
Bravo TM, spot on and damn right. But of course ATSB ain't going to step up to mark and say it is very wrong to teach a homemade, but approved system for a critical flight sequence – the fellah was sick don'tcha know. Well, that's Avmed back in the spotlight.
What a cluster of ducks.