|
|
To All,
Sorry for the late response, or rather praises for the
High Performance Aircraft Training session.
I left for Texas immediately after the Rocky Mountain
Regional Fly-In, so until now I have not been able to
write about my experiences with Pete and High
Performance Aircraft Training Inc.
I spent a week in the Houston area. I left the plane
in Conroe, Texas (CXO) with Wing Aviation. They
treated my wife, myself and the plane first class. I
definitely recommend them to you if you are ever
there. I also flew to Addison, Texas on Thursday so
that my son could get some training in the Legacy with
Pete.
Now about my training.
Pete Z. and Mel Hill were the instructor pilots.
Ground school began at 9:00 a.m. Saturday morning and
went until 6:30 p.m. with one hour for lunch.
I flew with Pete at 8:00 a.m. on Sunday morning. We
flew to the North side of the Denver TCA. We began
with a maneuver that Pete said was something you would
not normally use in flight but was to help just get a
feel for the plane. We slowed to 150 kts then pulled
the nose up 30 - 40 degrees then rolled right to knife
edge applying no other control inputs letting the nose
fall through the horizon. At about 30 degrees nose
down, roll to level flight, pull the nose up and you
are back to 150 kts. We did this both left and right.
This maneuver has no practical use other than to get a
feel for your plane.
Next was steep turns both left and right.
Then we slowed down to 90 kts while varying the
configuration of the plane with flaps and gear using
power to maintain altitude. We paid special attention
to the affects on the attitude of the plane in various
configurations and the power required to maintain
altitude. This tells you that in the event of a
partial engine failure, the plane does not require a
lot of power to stay at altitude. The loss of one
cylinder will keep you moving along much faster than
90 kts.
On to the next maneuver, with 10 inches MP we
descended at 90 kts trading altitude to maintain the
airspeed while varying the configuration of the plane
with flaps and gear. We paid attention to the rate of
descent (feet per minute) then went to best glide of
135 kts to note the descent rate. We found that the
rate of descent was much greater at 135 kts.
Now for Emergency Planning:
It was time for simulated engine failures, aborted
take offs, no flap take offs, no flap landings,
landings with failed EFIS screens. We also paid
attention to Low Key and High Key altitudes. As I
approached the airport, did I have one or both of
these altitudes made. If yes, how to proceed with
setting up for the emergency landing.
As you can read here I survived all of the above, and
learned the technique and visual clues that may one
day save my life.
At this point it was time to head back to Front Range
Airport. We spent a total of three hours in the air.
So, would I recommend this training? Absolutely!
Did I learn a lot from Pete? Absolutely!
I think Pete is very knowledgeable and a highly
skilled pilot.
While I did not fly with Mel, he was sure one busy
guy. He also feels he should have received a trophy
for the shortest distance flown to the fly-in. Mel
had contacted tower about taxiing from the hangers to
the ramp where the planes were parked. There was some
sort of hang up and it would take some time to taxi
there. Tower then gave him a clearance to take off on
runway 8 then immediately set up for and make a
landing on runway 17. Look at the airport diagram and
you can see how this was done.
Pete will be back in Colorado in several months, and I
have already scheduled with him for more training.
Do it, this type of annual and recurrent education is
being given by the experts, and we have them available
to us.
Pete, from all of us, see you next year, same time,
same place!
Art Jensen
Legacy 927J
____________________________________________________
Yahoo! Sports
Rekindle the Rivalries. Sign up for Fantasy Football
http://football.fantasysports.yahoo.com
|
|