Arrow PA-28 Experienced In-Flight Break-Up
Professional Student
I do prefer the Supercub for tailwheel flying (especially if it's had it's new radio fitted!) however warming to G-DRAG recently. Managed to get it in and out of Chilbolton with 2 up earlier this year (one of which was an instructor I might add!)
Glad it happened in the air to you (rather than anywhere else) - as you say it is slow, I thought I'd selected one stage retraction during the latter half of the touch and go, but as my workload was high/capacity full etc etc I didn't notice I'd accidentally dropped the lot off until the lift just kept on dropping off too!
Anyway, back to thread, any aircraft will most likely breakup if mishandled/put through suffcient turbulence, Bonanzas are built stronger but not immune, and I will still fly OSFC's Arrow despite the fact that one disintegrated recently cos I love it to pieces
(sorry for the flippancy, rather long day, still in the office slaving away!)
Glad it happened in the air to you (rather than anywhere else) - as you say it is slow, I thought I'd selected one stage retraction during the latter half of the touch and go, but as my workload was high/capacity full etc etc I didn't notice I'd accidentally dropped the lot off until the lift just kept on dropping off too!
Anyway, back to thread, any aircraft will most likely breakup if mishandled/put through suffcient turbulence, Bonanzas are built stronger but not immune, and I will still fly OSFC's Arrow despite the fact that one disintegrated recently cos I love it to pieces
(sorry for the flippancy, rather long day, still in the office slaving away!)
Last edited by hobbit1983; 21st Nov 2007 at 20:53. Reason: clarification
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Contacttower - clearly that ASI needs replacing. If it's very old then the speed has run out and can't be refilled again...
On a different note. The discussion about touch'n'goes or not is interesting. I did plenty of them when doing my PPLs way back (I feel ancient but it was only 15 years ago). Now that I'm an instructor and see things from a different perspective I've come to appreciate that as an instructor you need to be very cool (as in relaxed, not Rayban cool) if you're going to let a student do TnGs on first solo, or subsequent solos.
As someone pointed out, some of the risks involved with TnG include the focus shift required from landing and then taking off. I've noticed with a few of my recent students that they can't keep the centerline in the vicinity of the aircraft when rolling for the take off, while a stop and go makes things completely normal. If I'd let them go alone I'd have to pick them out of the woods. The other issue I find is in the stressed situation after settling. Because airspeed is much higher than normal in the beginning of a take off, the aircraft is close to flying speed and some students end up wheelbarrowing down the runway before I can persuade them to get the stick back. It's not a perfect situation, but I think eventually most students manage TnGs rather well and it does maintain a certain flow in the pattern.
On a different note. The discussion about touch'n'goes or not is interesting. I did plenty of them when doing my PPLs way back (I feel ancient but it was only 15 years ago). Now that I'm an instructor and see things from a different perspective I've come to appreciate that as an instructor you need to be very cool (as in relaxed, not Rayban cool) if you're going to let a student do TnGs on first solo, or subsequent solos.
As someone pointed out, some of the risks involved with TnG include the focus shift required from landing and then taking off. I've noticed with a few of my recent students that they can't keep the centerline in the vicinity of the aircraft when rolling for the take off, while a stop and go makes things completely normal. If I'd let them go alone I'd have to pick them out of the woods. The other issue I find is in the stressed situation after settling. Because airspeed is much higher than normal in the beginning of a take off, the aircraft is close to flying speed and some students end up wheelbarrowing down the runway before I can persuade them to get the stick back. It's not a perfect situation, but I think eventually most students manage TnGs rather well and it does maintain a certain flow in the pattern.
I did about 100 hours before I did a T&G according to my logbook. Learned to fly in a PA12. I don't think I've ever done a T&G in a super cub or a pawnee, but those are working airplanes. I have done them in the cessna 140, though I find it is easier to leave the flaps either all the way up or just 1-2 notches.
-- IFMU
-- IFMU
Last edited by IFMU; 22nd Nov 2007 at 02:11.
