Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus that heowned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site and we
Sincerely,
Rich Owen
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site and
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus that
Sincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
On Thursday, September 22, 2022 at 7:54:48 AM UTC-6, waltco...@aol.com wrote:he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site and
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus that
Sincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
Walt Connellyhttps://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101152/pdf
Former Tow Pilot
Now Happy Helicopter Pilot
On Thursday, September 22, 2022 at 3:04:08 PM UTC-4, johngf...@gmail.com wrote:that he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site
On Thursday, September 22, 2022 at 7:54:48 AM UTC-6, waltco...@aol.com wrote:
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus
Walt, I think COVID had a lot to do with the investigation or lack of it. OBTPSincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
Thank you, about what I expected. I'm not sure what I am doing wrong. but I have a heck of a time finding accident reports that should be completed. Amazing that it took 2 years for this one but I guess they have far bigger accidents to handle.Walt Connellyhttps://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101152/pdf
Former Tow Pilot
Now Happy Helicopter Pilot
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
On Thursday, September 22, 2022 at 3:04:08 PM UTC-4, johngf...@gmail.com wrote:that he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site
On Thursday, September 22, 2022 at 7:54:48 AM UTC-6, waltco...@aol.com wrote:
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus
Sincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
Thank you, about what I expected. I'm not sure what I am doing wrong. but I have a heck of a time finding accident reports that should be completed. Amazing that it took 2 years for this one but I guess they have far bigger accidents to handle.Walt Connellyhttps://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101152/pdf
Former Tow Pilot
Now Happy Helicopter Pilot
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
On Thursday, September 22, 2022 at 3:11:10 PM UTC-6, waltco...@aol.com wrote:that he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site
On Thursday, September 22, 2022 at 3:04:08 PM UTC-4, johngf...@gmail.com wrote:
On Thursday, September 22, 2022 at 7:54:48 AM UTC-6, waltco...@aol.com wrote:
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus
Network for their accident reports. They will then link to the official NTSB report for each accident.Sincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
I really have struggled to find accident reports as well. There is not a clear place to find them, and searches of the NTSB database through their website end up being an exercise in frustration. These ones I found by searching the Aviation SafetyThank you, about what I expected. I'm not sure what I am doing wrong. but I have a heck of a time finding accident reports that should be completed. Amazing that it took 2 years for this one but I guess they have far bigger accidents to handle.Walt Connellyhttps://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101152/pdf
Former Tow Pilot
Now Happy Helicopter Pilot
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
I've seen some clubs demanding a full turn in a spin before beginning recovery.
Following that technique when inadvertently entering a spin turning
base or final, the ground will likely get in the way before
recovery.
I've seen some clubs demanding a full turn in a spin before beginning recovery.
Following that technique when inadvertently entering a spin turning base or final, the ground will likely get in the way before recovery.
On Thursday, September 22, 2022 at 7:29:09 PM UTC-4, georg...@gmail.com wrote:as I have said, telling someone to do something and TEACHING them to do so are not the same.
I've seen some clubs demanding a full turn in a spin before beginning recovery.
Following that technique when inadvertently entering a spin turning base or final, the ground will likely get in the way before recovery.
Yes my friend, there is an altitude below which recover is not possible but does that mean students should not be taught recovery technique? What if they have just enough room to recover? Spin avoidance low and in the pattern should be emphasized and
Before I started flying tow I spent several thousand dollars to get back in the saddle, enjoyed every minute of it. Flew a Cub a couple of hours, a Stearman for 5 hours, 3 hours in a Pitts S2A doing spins and acrobatics and 4 hours in a Zlin with aformer tow pilot doing upset recovery. I only really needed those skills once in the low kiting incident but I'm glad I had them.
You might have heard that a kiting incident below 800 feet will not give the tow pilot enough room to recover. I can tell you from experience, this is not true. I cannot imagine a more severe, sudden kiting as one I encountered at about 350 feet,could not release, fortunately the rope broke after I retarded the throttle and I had to fight the urge to pull back on the stick before I got the wing flying again. I recovered below tree top level just above a stall and with a couple of cows
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
The FAA's position is that, if you never get into a spin, you won't haveas I have said, telling someone to do something and TEACHING them to do so are not the same.
to recover from one. That's a great philosophy except for the poor dude
who screws up the "prevention" part and has no recovery training to fall back on. I think the policy is idiotic.
As a primary student in the USAF back in 1973, we flew gobs of spins in
the T-37, Much later while flying a T-33 and performing vertical rolls
to zero airspeed, the aircraft departed controlled flight. I
experienced end over end tumbles, inverted, and erect spins. Calmly
applying the spin recovery procedures learned in the Tweet recovered the aircraft. Oh, and spins were prohibited in the T-33.
Dan
5J
On 9/23/22 06:40, waltco...@aol.com wrote:
On Thursday, September 22, 2022 at 7:29:09 PM UTC-4, georg...@gmail.com wrote:
I've seen some clubs demanding a full turn in a spin before beginning recovery.
Following that technique when inadvertently entering a spin turning base or final, the ground will likely get in the way before recovery.
Yes my friend, there is an altitude below which recover is not possible but does that mean students should not be taught recovery technique? What if they have just enough room to recover? Spin avoidance low and in the pattern should be emphasized and
former tow pilot doing upset recovery. I only really needed those skills once in the low kiting incident but I'm glad I had them.Before I started flying tow I spent several thousand dollars to get back in the saddle, enjoyed every minute of it. Flew a Cub a couple of hours, a Stearman for 5 hours, 3 hours in a Pitts S2A doing spins and acrobatics and 4 hours in a Zlin with a
could not release, fortunately the rope broke after I retarded the throttle and I had to fight the urge to pull back on the stick before I got the wing flying again. I recovered below tree top level just above a stall and with a couple of cows scatteringYou might have heard that a kiting incident below 800 feet will not give the tow pilot enough room to recover. I can tell you from experience, this is not true. I cannot imagine a more severe, sudden kiting as one I encountered at about 350 feet,
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
Network for their accident reports. They will then link to the official NTSB report for each accident.Walt ConnellyI really have struggled to find accident reports as well. There is not a clear place to find them, and searches of the NTSB database through their website end up being an exercise in frustration. These ones I found by searching the Aviation Safety
Former Tow Pilot
Now Happy Helicopter Pilot
On Thursday, September 22, 2022 at 3:11:10 PM UTC-6, waltco...@aol.com wrote:that he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at the site
On Thursday, September 22, 2022 at 3:04:08 PM UTC-4, johngf...@gmail.com wrote:
On Thursday, September 22, 2022 at 7:54:48 AM UTC-6, waltco...@aol.com wrote:
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard Cirrus
Network for their accident reports. They will then link to the official NTSB report for each accident.Sincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
I really have struggled to find accident reports as well. There is not a clear place to find them, and searches of the NTSB database through their website end up being an exercise in frustration. These ones I found by searching the Aviation SafetyThank you, about what I expected. I'm not sure what I am doing wrong. but I have a heck of a time finding accident reports that should be completed. Amazing that it took 2 years for this one but I guess they have far bigger accidents to handle.Walt Connellyhttps://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101152/pdf
Former Tow Pilot
Now Happy Helicopter Pilot
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
The FAA's position is that, if you never get into a spin, you won't haveas I have said, telling someone to do something and TEACHING them to do so are not the same.
to recover from one. That's a great philosophy except for the poor dude
who screws up the "prevention" part and has no recovery training to fall back on. I think the policy is idiotic.
As a primary student in the USAF back in 1973, we flew gobs of spins in
the T-37, Much later while flying a T-33 and performing vertical rolls
to zero airspeed, the aircraft departed controlled flight. I
experienced end over end tumbles, inverted, and erect spins. Calmly
applying the spin recovery procedures learned in the Tweet recovered the aircraft. Oh, and spins were prohibited in the T-33.
Dan
5J
On 9/23/22 06:40, waltco...@aol.com wrote:
On Thursday, September 22, 2022 at 7:29:09 PM UTC-4, georg...@gmail.com wrote:
I've seen some clubs demanding a full turn in a spin before beginning recovery.
Following that technique when inadvertently entering a spin turning base or final, the ground will likely get in the way before recovery.
Yes my friend, there is an altitude below which recover is not possible but does that mean students should not be taught recovery technique? What if they have just enough room to recover? Spin avoidance low and in the pattern should be emphasized and
former tow pilot doing upset recovery. I only really needed those skills once in the low kiting incident but I'm glad I had them.Before I started flying tow I spent several thousand dollars to get back in the saddle, enjoyed every minute of it. Flew a Cub a couple of hours, a Stearman for 5 hours, 3 hours in a Pitts S2A doing spins and acrobatics and 4 hours in a Zlin with a
could not release, fortunately the rope broke after I retarded the throttle and I had to fight the urge to pull back on the stick before I got the wing flying again. I recovered below tree top level just above a stall and with a couple of cows scatteringYou might have heard that a kiting incident below 800 feet will not give the tow pilot enough room to recover. I can tell you from experience, this is not true. I cannot imagine a more severe, sudden kiting as one I encountered at about 350 feet,
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
If I recall correctly, the FAA determined that more pilots were getting killed during spin training than those getting killed in actual spins. So, I did a search and found this article:
https://www.aopa.org/training-and-safety/flight-schools/flight-school-business/newsletter/2014/march/21/the-spin-training-debate-rages-on-65-years-later#:~:text=(In%201991%2C%20the%20FAA%20shifted,spin%20training%20was%20not%20required.
Basically, spin training does not help you during most real-world spins that occur in the traffic pattern.
Tom
On Thursday, September 22, 2022 at 3:12:02 PM UTC-7, johngf...@gmail.com wrote:Cirrus that he owned. He was NOT in the Senior Soaring Championship. The accident occurred after a premature release by the pilot from tow at about 500 feet over the end of the runway. We recovered an Oudie and Nano (this unit was still operational) at
On Thursday, September 22, 2022 at 3:11:10 PM UTC-6, waltco...@aol.com wrote:
On Thursday, September 22, 2022 at 3:04:08 PM UTC-4, johngf...@gmail.com wrote:
On Thursday, September 22, 2022 at 7:54:48 AM UTC-6, waltco...@aol.com wrote:
On Tuesday, April 7, 2020 at 9:35:22 PM UTC-4, stil...@aol.com wrote:
Seminole-Lake Gliderport sadly announces we had a fatal glider accident today. The accident will be investigated by the FAA and NTSB, an inspector was on the scene today. We do not want to identify the pilot but he was flying a Standard
Network for their accident reports. They will then link to the official NTSB report for each accident.Sincerely,I wonder if there was any final determination as to the cause of the accident? It has been more than 2 years.
Rich Owen
I really have struggled to find accident reports as well. There is not a clear place to find them, and searches of the NTSB database through their website end up being an exercise in frustration. These ones I found by searching the Aviation SafetyThank you, about what I expected. I'm not sure what I am doing wrong. but I have a heck of a time finding accident reports that should be completed. Amazing that it took 2 years for this one but I guess they have far bigger accidents to handle.Walt Connellyhttps://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/101152/pdf
Former Tow Pilot
Now Happy Helicopter Pilot
Walt Connelly
Former Tow Pilot
Now Happy Helicopter Pilot
Yeah PottyMouth Bobbie, you have to know:The newfangled CAROL search works pretty well with limited info, but it is not at all friendly to handheld gadgets: https://data.ntsb.gov/carol-main-public/landing-page
1. What year it occurred, OR
2. Some idea where it occurred, OR
3. The name of the manufacturer, OR
4. The model of the aircraft, OR
5. Some part of the name of the pilot, OR
6. The severity of the injuries, OR
...Oh well, this is too much for a senile brain to handle.
Le lundi 26 septembre 2022 à 05:25:50 UTC+2, 2G a écrit :in thermals for example. Having had an ASH-25 come down on me in a spin two years ago while I was thermalling (I escaped by pushing flaps and stick full forward and praying), I'm glad the pilot was able to end the spin without further problems.
If I recall correctly, the FAA determined that more pilots were getting killed during spin training than those getting killed in actual spins. So, I did a search and found this article:
https://www.aopa.org/training-and-safety/flight-schools/flight-school-business/newsletter/2014/march/21/the-spin-training-debate-rages-on-65-years-later#:~:text=(In%201991%2C%20the%20FAA%20shifted,spin%20training%20was%20not%20required.
Basically, spin training does not help you during most real-world spins that occur in the traffic pattern.
TomRight, but that concerns airplanes (with an engine - ususally, they only fly close to the stall speed when coming in for landing), and I seem to remember that spin training was maintained for sailplanes because we often fly close to the stalling speed
I also lost a friend two months ago: he went into a spin during a winch launch. His Ka-6 did two and a half turns before crashing, so it seems he should have had enough time to stop the spin. I'm afraid his spin training was not enough for him torecognize the situation and react accordingly. Since the ASK-13 is no longer allowed to spin, we have no two-seater able to spin convincingly and only teach the "spin warning signs" and if possible, incipient spins. But our ASK-21 and Twin II won't spin
If you catch an incipient wing drop before it becomes a full spin from base or final, your survival probability will improve significantly. The next problem is avoiding wires.
In his book "After All," Gren Seibels said about spin prevention training as opposed to actual spin training, "To my way of thinking, this is like telling a class of student sailors, 'We won't bother with teaching you to swim; we'll just teach you hownot to fall overboard.' Wouldn't someone in this misguided group raise the skeptical point, Yeah, but suppose I do?"
...but not that many people have accidents when they are being taught to swim so the risk/reward is strongly in favour of swim teaching. The calculation with spin training is much more nuanced depending of what type of spin training or refreshing isbeing considered. Also you can swim (or walk I guess) in any depth of water you could drown in but you can't spin-recover from every altitude you can fly in, so you can't remotely practice spin recovery from the low altitudes you are most likely to kill
Alas, we have people that haven't practised a rope break since their checkrides years or decades before, so would they want to improve their
spin awareness and recovery skills?
On Wed, 28 Sep 2022 10:56:24 -0700 (PDT), Paul Agnew wrote:
Alas, we have people that haven't practised a rope break since their checkrides years or decades before, so would they want to improve their spin awareness and recovery skills?
Hmmm, the club I fly at requires a session in our simulator and check flights at the start of the spring season every year. The latter include both a high tow for stalling and spinning exercises as well as towing competence checks, and at least one simulated cable break on a winch
launch. The simulator is a great help, since it allows you to do 5 or 6 winch launch failure exercises in an hour: if real life (TM) you'd be
lucky to manage more than one or two per hour on an average day at our airfield.
I thought all clubs had a similar start-of-season refresher arrangement,
no matter where they are in the world. Personally, I wouldn't want it any other way. To me that's no different to getting a check ride before being allowed to fly at a club you've not previously visited - which is pretty much SOP in the UK - and there are some fields where I'd expect a
checkride if I hadn't been there for 2-3 years, the more so since where I fly is one of the flattest parts of the country: my club field, at 246ft AMSL, is the highest airfield in the county.
--
Martin | martin at
Gregorie | gregorie dot org
On Sunday, October 2, 2022 at 7:37:32 AM UTC-4, Martin Gregorie wrote:
On Wed, 28 Sep 2022 10:56:24 -0700 (PDT), Paul Agnew wrote:
Alas, we have people that haven't practised a rope break since theirHmmm, the club I fly at requires a session in our simulator and check
checkrides years or decades before, so would they want to improve their
spin awareness and recovery skills?
flights at the start of the spring season every year. The latter include
both a high tow for stalling and spinning exercises as well as towing
competence checks, and at least one simulated cable break on a winch
launch. The simulator is a great help, since it allows you to do 5 or 6
winch launch failure exercises in an hour: if real life (TM) you'd be
lucky to manage more than one or two per hour on an average day at our
airfield.
I thought all clubs had a similar start-of-season refresher arrangement,
no matter where they are in the world. Personally, I wouldn't want it any
other way. To me that's no different to getting a check ride before being
allowed to fly at a club you've not previously visited - which is pretty
much SOP in the UK - and there are some fields where I'd expect a
checkride if I hadn't been there for 2-3 years, the more so since where I
fly is one of the flattest parts of the country: my club field, at 246ft
AMSL, is the highest airfield in the county.
--
Martin | martin at
Gregorie | gregorie dot org
America is the land of independence, the right to decide your own fate even if it means taking a passenger with you.
Darwinism and ‘Can’t save everybody’ is embodied in our Constitution. Caveat Emptor is on our money. Everything designed around keeping Lawyers in British cars…Jaguars, Aston Martins, and Bentleys.
Martin…do you get a check ride before driving on the motorway every year? How will they know you won’t forget that right is left and never cross your horse with your Lance?
No Martin….the only thing required in America is….
Insurance.
On Sunday, October 2, 2022 at 7:37:32 AM UTC-4, Martin Gregorie wrote:
On Wed, 28 Sep 2022 10:56:24 -0700 (PDT), Paul Agnew wrote:
Alas, we have people that haven't practised a rope break since theirHmmm, the club I fly at requires a session in our simulator and check
checkrides years or decades before, so would they want to improve their
spin awareness and recovery skills?
flights at the start of the spring season every year. The latter include
both a high tow for stalling and spinning exercises as well as towing
competence checks, and at least one simulated cable break on a winch
launch. The simulator is a great help, since it allows you to do 5 or 6
winch launch failure exercises in an hour: if real life (TM) you'd be
lucky to manage more than one or two per hour on an average day at our
airfield.
I thought all clubs had a similar start-of-season refresher arrangement,
no matter where they are in the world. Personally, I wouldn't want it any
other way. To me that's no different to getting a check ride before being
allowed to fly at a club you've not previously visited - which is pretty
much SOP in the UK - and there are some fields where I'd expect a
checkride if I hadn't been there for 2-3 years, the more so since where I
fly is one of the flattest parts of the country: my club field, at 246ft
AMSL, is the highest airfield in the county.
--
Martin | martin at
Gregorie | gregorie dot org
America is the land of independence, the right to decide your own fate even if it means taking a passenger with you.
Darwinism and ‘Can’t save everybody’ is embodied in our Constitution. Caveat Emptor is on our money. Everything designed around keeping Lawyers in British cars…Jaguars, Aston Martins, and Bentleys.
Martin…do you get a check ride before driving on the motorway every year? How will they know you won’t forget that right is left and never cross your horse with your Lance?
No Martin….the only thing required in America is….
Insurance.
H
The FAA does require a flight check every two years, but it's rarely as thorough as Martin's club. I do think there aren't enough simulators in
use, and I'm not aware of any useful ones for motorglider training.
Got that wrong Freight Dog. Insurance is NOT required to fly in the
Land of the Free except for driving on our roads and highways. That's
one of the things that makes us free!
Now, if you want to be legal, you have to receive a Flight Review every
two years in ANY aircraft in which you are qualified, Category doesn't matter. You can take a Flight Review in a Ka-6 and then hop in your jet
and fly away perfectly legally.
I own and regularly fly three aircraft, each in a different Category.
As it turns out, the Stemme is the most complex but I choose (because I
live in the Land of the Free) to fly the airplane for a flight review because it is IFR equipped.
It is the club or rental operation that requires a check ride, not the
law. If you don't want to take check rides then it's simple: Own your own.
Dan
5J
On 10/2/22 07:12, R wrote:
On Sunday, October 2, 2022 at 7:37:32 AM UTC-4, Martin Gregorie wrote:
On Wed, 28 Sep 2022 10:56:24 -0700 (PDT), Paul Agnew wrote:
Alas, we have people that haven't practised a rope break since theirHmmm, the club I fly at requires a session in our simulator and check
checkrides years or decades before, so would they want to improve their >>> spin awareness and recovery skills?
flights at the start of the spring season every year. The latter include >> both a high tow for stalling and spinning exercises as well as towing
competence checks, and at least one simulated cable break on a winch
launch. The simulator is a great help, since it allows you to do 5 or 6 >> winch launch failure exercises in an hour: if real life (TM) you'd be
lucky to manage more than one or two per hour on an average day at our
airfield.
I thought all clubs had a similar start-of-season refresher arrangement, >> no matter where they are in the world. Personally, I wouldn't want it any >> other way. To me that's no different to getting a check ride before being >> allowed to fly at a club you've not previously visited - which is pretty >> much SOP in the UK - and there are some fields where I'd expect a
checkride if I hadn't been there for 2-3 years, the more so since where I >> fly is one of the flattest parts of the country: my club field, at 246ft >> AMSL, is the highest airfield in the county.
--
Martin | martin at
Gregorie | gregorie dot org
America is the land of independence, the right to decide your own fate even if it means taking a passenger with you.
Darwinism and ‘Can’t save everybody’ is embodied in our Constitution. Caveat Emptor is on our money. Everything designed around keeping Lawyers in British cars…Jaguars, Aston Martins, and Bentleys.
Martin…do you get a check ride before driving on the motorway every year? How will they know you won’t forget that right is left and never cross your horse with your Lance?
No Martin….the only thing required in America is….
Insurance.
H
"You can take a Flight Review in a Ka-6 and then hop in your jetfor jet powered gliders. FAR 8130.2J includes the 61.58 recurrency check for jet gliders, but is primarily aimed at two seaters, not single seat sustainers. However, some overzealous FSDO inspectors have attempted to include the single seat sustainers.
and fly away perfectly legally."
Actually, not true. If you have a turbojet type rating, you must requalify each year as per FAR 61.58 to legally fly any other turbojet powered aircraft. Bob Carlton has been fighting that battle for years, along with the LOA (Letter of Authorization)
It is pretty ludicrous, in my opinion. I have two Turbojet type ratings (in the Tst-14J BonusJet and the Schempp-Hirth Arcus J) built by Desert Aerospace (Bob Carlton). The FAA was flabbergasted to find out that, although my Pilot Certificate includesthe two experimental turbojet authorizations, the certificate also reads "PP/G," meaning "Private Pilot / Glider." That's right, two jet ratings, but no powered airplane authorization.
Glad we agree Dano that everything else I wrote is factually correct.
Carry on.
R
Did Bob have to get a type rating or LOA to fly the Sub Sonex?
SubSonex. Comparable flight training was offered by Sonex Aircraft or the pilot could provide documentation of prior experience in similar types of aircraft. The check ride in the actual SubSonex was done by onboard video in the single seat SubSonex. TheDid Bob have to get a type rating or LOA to fly the Sub Sonex?
Yes. All SubSonex pilots need "comparable aircraft training" in something that replicates the operation requirements. Desert Aerospace offered engine familiarization training in the TsT-14J Bonusjet, since it uses the same PBS TJ-100 engine as the
I think this thread has drifted far enough from the Seminole Lake Accident topic to require a separate thread.
Most clubs in the USA don't have the resources to offer pilots this sort
of check out Martin.
How many instructors and ships do you guys have?
To give every pilot in your club this kind of checkout is a major undertaking. Especially, when everyone shows up on the first good
soaring day looking to get "checked out".
Our club focuses more on pilots that took the winter season off for
checkout.
If you are flying weekly, then you just need your BFR.
On Mon, 3 Oct 2022 03:54:01 -0700 (PDT), Turkey Vulture wrote:
Most clubs in the USA don't have the resources to offer pilots this sort of check out Martin.
How many instructors and ships do you guys have?
Around 23 instructors (members, not professionals) 2 x K21, 1 x Puchacz, 1
x Perkoz with virtually all training using winch launches.
To give every pilot in your club this kind of checkout is a major undertaking. Especially, when everyone shows up on the first good
soaring day looking to get "checked out".
Its an annual check, done BEFORE the start of decent soaring weather so we avoid the 'first good day' rush. Also, I suspect this annual checkout approach to flight safety is more common outside the US of A than you realise.
Our club focuses more on pilots that took the winter season off for checkout.
The end of winter is the obvious time for checkouts.
If you are flying weekly, then you just need your BFR.
Indeed, though I'll take a check ride if I haven't flown for 4 weeks.
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