How stupid can one be?
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Loads of people have either taxied or taken off with concrete lumps tied on.
Somebody did it where I am based, I gather.
Shows how useless those tiedowns are.
No, that was probably the concrete they have to put in the back of a Bonanza to keep the W&B legal with just 2 people in the front 
(or maybe some other type 
).
Somebody did it where I am based, I gather.
Shows how useless those tiedowns are.
hole in someone's garden made by a lump of concrete coming off an aircraft.
(or maybe some other type ).
Last edited by peterh337; 10th Jun 2012 at 22:27.
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It is scary the number of times Iv'e heard "It's designed not to do that so don't worry".
I tried for 40 odd years to make things idiot proof & discovered that idiots are very clever people. I am one of them!
I've managed to go round the circuit twice with the pitot cover on, even with a flag on it. I've also discovered it will take off (just) with full (drag)flaps down & the trim lever fully aft.
I tried for 40 odd years to make things idiot proof & discovered that idiots are very clever people. I am one of them!
I've managed to go round the circuit twice with the pitot cover on, even with a flag on it. I've also discovered it will take off (just) with full (drag)flaps down & the trim lever fully aft.
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Evgeny Savitsky, a WWII ace, Field Marshal in Soviet Air Force, wrote in his memoirs that in 1944 he (then in the rank of Major General) had to fly an urgent night mission in a Polikarpov Po-2 (a two-seat wooden trainer/liaison/light bomber aircraft). The flight was fairly uneventful, except that the aeroplane felt very tail-heavy. As it turned out, he took off, flew and landed with a weight (an almost man-sized old gas cylinder) hanging off the tailwheel on a 3-metre cable.
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Yeah, I got a Cessna 180 airborne with the pitot cover on once. Problem was, it was a float plane. Although I could land in the next lake no problem, it is very difficult to reach the pitot cover while standing on the float. I did manage to reach, without falling in the lake...
I took off in a Scout with a heavy two-seat glider in tow and was very concerned about the lack of climb performance, which is already bad enough at a 5000' density altitude. Checked everything - RPM, mixture, mags, fuel, primer. Everything EXCEPT the carb heat (by my elbow). Near the end of the tow, I noticed it was in Hot!
I talked to the glider pilot afterwards and he said he was worried - he saw a lot of black smoke and was expecting a wave-off at any moment.
I talked to the glider pilot afterwards and he said he was worried - he saw a lot of black smoke and was expecting a wave-off at any moment.
Last edited by India Four Two; 11th Jun 2012 at 03:13.
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Recently a student at a flightschool nearby dropped his checklist while holding short behind another SEP and bent down to pick it up releasing the pressure on the brakes and running into the back of the aircraft in front. Realising what happened and that he should probably shutdown the student then turns the checklist pages and goes through the engine shut down checklist even completing the mag check
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Hmmm.... This interesting thread (thanks Jan!) has three things going on...
1/ Not doing a walkround, or not doing it properly... it's making me think how casual could this vital thing have become... personally I try to walkround every time as if the examiner is looking over my shoulder on the day of my flight test... focuses the mind on the job in hand.
2/ Much more difficult is it can be really 'embedded' psychologically - pushing when you should pull and actions of that ilk (eg throttle actions when changing from one type to another and back) - light aircraft ergonomics are probably not top of the design list so I guess being really sure or reminding oneself before you fly about what key controls actually do?
3/ In the last post... what happens in the 'panic' situation (e.g. the student who went through checks before shutting down in an emergency).. do we do enough emergency training and refresher... so that our mind does not 'freeze' at a critical moment.
I like threads like this... they really make me think!
Mike
1/ Not doing a walkround, or not doing it properly... it's making me think how casual could this vital thing have become... personally I try to walkround every time as if the examiner is looking over my shoulder on the day of my flight test... focuses the mind on the job in hand.
2/ Much more difficult is it can be really 'embedded' psychologically - pushing when you should pull and actions of that ilk (eg throttle actions when changing from one type to another and back) - light aircraft ergonomics are probably not top of the design list so I guess being really sure or reminding oneself before you fly about what key controls actually do?
3/ In the last post... what happens in the 'panic' situation (e.g. the student who went through checks before shutting down in an emergency).. do we do enough emergency training and refresher... so that our mind does not 'freeze' at a critical moment.
I like threads like this... they really make me think!
Mike
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The carb fitted to the 912 engines is designed so that "the choke only works when the throttle is set to idle". If the engine is warm and the float chambers are full it will start at any throttle setting.
