CFI oral intel

"Michael Ash" <mike@mikeash.com> wrote in message
news:1212108880.338666@web1.segnet.com...
> In rec.aviation.student gatt <admin@livefromtheclocktower.us> wrote:
> > A question the examiner asked him: "You're flying cross-country and
> > trimmed at 110 knots. You die, and the engine quits. At what airspeed
> > will the aircraft strike the ground?"
>
> In addition to all the other factors discussed, your airspeed will be
> slightly lower than what you had trimmed due to the weight of your soul
> departing the aircraft.
>
> OK, so I don't really believe that, but I'd love to see what the guy would
> say if you told him that answer!
>

Your airspeed may also be slightly lower due to the weight of the fuel that
has departed the aircraft (through the engine)

Steve Hix wrote:
> In article <Mt2dnYCQ1f9KSKLVnZ2dnUVZ_uWdnZ2d@rcn.net>,
> Dudley Henriques <dhenriques@rcn.com> wrote:
>> Really getting nitty here Hilton :-)
>>
>> With the engine dead, and assuming good rigging, there is no specific
>> reason to assume a spiral. The initial question specified the engine
>> "quit". Again, assuming proper trim and no aerodynamic forces to induce
>> bank, the aircraft for all practical purposes anyway, can be assumed a
>> straight path into the ground.
>>
>> Take out the proper trim and an idling engine and perhaps you have a
>> case for a spiral. Also, few aircraft are rigged perfectly so that also
>> could be a factor for a spiral.
>
> Turbulence would increase the likelihood of a spiral departure from
> level flight, wouldn't it?
>
>> Other than these things being present and considering the "spirit" of
>> the question, trim speed would be the answer for ground impact in my
>> opinion.
Yes. Anything that changed the basic balance equation that was in effect
when the trim was set would do that.

--
Dudley Henriques

On Fri, 30 May 2008 19:09:52 +0800, Stealth Pilot wrote:

> first question the answer is 110 knots or thereabouts. when the engine
> stops the aircraft will slow, lift will reduce and the aircraft will
> enter a gentle dive, as the speed stabilises with the new engine power
> (gravity) the aircraft will return to its trimmed speed and the angle
> of decent will adjust until the aircraft is back in trim equilibrium.

Which is how to handle a stall with the proper AOA.

> second question is interesting. the two conditions will tend to cause
> a stall in the opposite wing. so which is better to stall with the
> inner wing first or the outer wing first?
> skidding will stall the inner wing so the stall will add to the
> already existing forces causing the turn so you will spin.
> slipping will stall the outer wing so you will roll out of the turn
> into a dive.

> I think I'd rather stall in a slip.

I'd rather dance in the rain.

shrunklink.com/arly

Michael Ash wrote:
> In rec.aviation.student Dudley Henriques <dhenriques@rcn.com> wrote:
>> Michael Ash wrote:
>>> It's only good if the person asking the question intends this sort of
>>> discussion, though. My mpression from the original context was that
>>> they were searching for a single answer ("110kts") and wouldn't anticipate
>>> this sort of varied response. If true, then that transforms it from a good
>>> question to a bad question. It always drives me nuts when there's a
>>> question on a test which has a "right" answer but is actually a very
>>> complicated question with a lot of correct responses.
>> Welcome to the world of the FAA :-))
>
> Heh heh heh heh heh... you mean you noticed it too?
>

If you're following this thread, Michael and Hilton are not incorrect
even though I've chosen to disagree with them on this issue.
It's a complicated question that can easily get mired down in terms,
especially as the terms apply to stability issues with aircraft.
Under certain conditions, what Michael and Hilton have said would indeed
be correct. I've simply chosen to deal with the question as my
experience with the FAA is telling me was their intent :-)

--
Dudley Henriques

Dudley wrote:
> Any phugoid in pitch and the time line of that Phugoid will be directly
> associated with the dynamic stability of that specific aircraft in pitch.

Whenever I see the word "phugoid" I think UA 232.

Hilton

Hilton wrote:
> Dudley wrote:
>> Any phugoid in pitch and the time line of that Phugoid will be directly
>> associated with the dynamic stability of that specific aircraft in pitch.
>
> Whenever I see the word "phugoid" I think UA 232.
>
> Hilton
>
>
Al Haynes and company. What a magnificent job of flying those guys
pulled off that day. Haynes is one of the TRUE professionals in the
business. And the guys with him that afternoon were no slouches either.
:-)

--
Dudley Henriques

"Dudley Henriques" <dhenriques@rcn.com> wrote in message
news:xMGdnWgRS70GsaLVnZ2dnUVZ_sninZ2d@rcn.net...
>
> Just a few thoughts on this if I may.
>
Why certainly, we have been breathlessly waiting your 50000 word essay. Will
there be slides this time?

"Dudley Henriques" <dhenriques@rcn.com> wrote in message
news:--WdncEbxstW2t3VnZ2dnUVZ_rzinZ2d@rcn.net...

>> you can work out the answers from first principles if you actually
>> understand the fundamentals.

There's your problem......

Maxwell wrote:
> "Dudley Henriques" <dhenriques@rcn.com> wrote in message
> news:--WdncEbxstW2t3VnZ2dnUVZ_rzinZ2d@rcn.net...
>
>>> you can work out the answers from first principles if you actually
>>> understand the fundamentals.
>
> There's your problem......
>
>
Please check your quotes more carefully. I didn't write this.

--
Dudley Henriques

On Fri, 30 May 2008 01:20:04 -0500, Michael Ash wrote:

> Joking aside, if your straps were loose enough that you could slump
> forward, that *would* affect your CG which would in turn affect your
> trimmed airspeed.
>
> There's another issue that I just thought of that I don't think anyone has
> mentioned yet, though. Won't you get into a graveyard (bad terminology for
> this scenario, as you're already dead) spiral? After all, if you could
> stay straight and level just by taking your hands off the controls you
> wouldn't need to fear IMC with no gyroscopic instruments. So it seems that
> if you start high enough, the correct answer to this question would be
> whatever the terminal velocity of your fuselage is without its wings. Am I
> off base here?

You fly until gassless, stall, nose down, then descend too rapidly,
striking the ground with the wings ripped off. Works for me.