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By: - 20th December 2004 at 13:38 Permalink - Edited 1st January 1970 at 01:00
I hate giving advice in these situations in case it's wrong.
You can't generalise on 'how much can an airframe take' every one, even within the same type, is different. And if I said to you "+4g -2g" it is still not a very helpful answer as you have no way of measuring the stresses anyway.
But I do believe the thing that has to be avoided is rapid, full range control surface movements / reversals. Don't slam the stick / yoke right over in a counter-controlling movement, particularly if you have any sort of speed on at all.
It sounds really scary - but at least you've come through it.
Moggy
By: - 20th December 2004 at 17:00 Permalink - Edited 1st January 1970 at 01:00
I hate giving advice in these situations in case it's wrong.You can't generalise on 'how much can an airframe take' every one, even within the same type, is different. And if I said to you "+4g -2g" it is still not a very helpful answer as you have no way of measuring the stresses anyway.
But I do believe the thing that has to be avoided is rapid, full range control surface movements / reversals. Don't slam the stick / yoke right over in a counter-controlling movement, particularly if you have any sort of speed on at all.
It sounds really scary - but at least you've come through it.
Moggy
Yeah, it is hard to answer. All you can to is reduce speed and let it rock and roll and keep the fingers crossed ;)
DME
By: - 20th December 2004 at 17:18 Permalink - Edited 1st January 1970 at 01:00
You may ask why over a built up area, well if you go left you have some lakes and marsh land.
So are you saying that the preferred choice for a forced landing is a built-up area, rather than marshland?
Moggy
By: - 20th December 2004 at 17:29 Permalink - Edited 1st January 1970 at 01:00
So are you saying that the preferred choice for a forced landing is a built-up area, rather than marshland?Moggy
I'm beginning to question this NPPL or at least the training content.
DME
By: - 21st December 2004 at 00:41 Permalink - Edited 1st January 1970 at 01:00
I'm beginning to question this NPPL or at least the training content.DME
Me too and I did one!!!!
By: - 21st December 2004 at 02:27 Permalink - Edited 1st January 1970 at 01:00
You'll break before the airplane. All you can do when it gets that bad is slow to Manuevering speed and try to maintain attitude not altitude. You'll see some impressive rates on the VSI (both +/-) but do what you can to ride them out. You can overstress the airplane if you start pushing the airplane to maintain altitude.
By: - 21st December 2004 at 07:31 Permalink - Edited 1st January 1970 at 01:00
You'll break before the airplane.Regrettably not true.
I'll see if I can dig up the AAIB report of the recent 'rapid control reversal' accident to a UK spamcan.
Moggy
By: - 21st December 2004 at 07:49 Permalink - Edited 1st January 1970 at 01:00
don't try and 'chase' the instruments, especially the VSI
By: - 21st December 2004 at 10:11 Permalink - Edited 1st January 1970 at 01:00
Fortunately I carried it out like all of you have said - keep good airspeed and no large control inputs (possibly no control inputs)
I was wondering if the turbelence alone would over stress the airframe, not large control inputs. I'm aware that this would just place more stress on it.
Moggy C I remember reading a AAIB report where a PA-28? lost control and everyone on board died. I think the front seat passenger pulled on the yoke when they were turning around to talk to a passenger in the rear, this placed the plane into a dive and a roll. The pilot instinctively tried to pull out of it and roll level, but one of the wings snapped downwards sending it into the ground.
DME
By: - 21st December 2004 at 10:35 Permalink - Edited 1st January 1970 at 01:00
That's the one I remember too.
Moggy
By: - 21st December 2004 at 10:42 Permalink - Edited 1st January 1970 at 01:00
From memory the report was published late last summer / early winter, scary stuff
By: - 21st December 2004 at 10:58 Permalink - Edited 1st January 1970 at 01:00
http://www.dft.gov.uk/stellent/groups/dft_avsafety/documents/page/dft_avsafety_025533.hcsp
Found it, makes for some very interesting reading.
By: - 21st December 2004 at 11:05 Permalink - Edited 1st January 1970 at 01:00
After reading that report I now always make sure I tell passenger to leave the Yoke / Pedals well alone!
DME
Posts: 862
By: DME - 20th December 2004 at 13:10
Alright all?
I recently had my worst encounter with turbulance, interseting it was!
It started with me at 2k and rising to 2.4k, could I stop going up? No, I reduced power, nose down, still nothing, then we started getting pitched, rolled and threw about. My head was bouncing off of the ceiling and I kept thinking how much more can this tail take? I made a right turn towards the field which took me over some high ground, it rises to 1.7k, I was at 2.5k and the height started winding down, so I opened the power to climb, nothing happened. I had the nose set at climb attitude, 70kt IAS and full power and we were losing 50fpm!!! after about 3mins we were out of it and landed happily back home.
All of this was at night :eek: , I've just completed my night rating.
Question is how much force can the wings / tail take before there would be any chance of structural damage? If you keep it at rough air speed is it near impossible for structural damage?
DME