Return-Path: Received: from web51107.mail.yahoo.com ([206.190.38.149] verified) by logan.com (CommuniGate Pro SMTP 4.2.5) with SMTP id 494037 for flyrotary@lancaironline.net; Mon, 01 Nov 2004 08:24:13 -0500 Received-SPF: none receiver=logan.com; client-ip=206.190.38.149; envelope-from=prvt_pilot@yahoo.com Message-ID: <20041101132333.98371.qmail@web51107.mail.yahoo.com> Received: from [12.146.250.179] by web51107.mail.yahoo.com via HTTP; Mon, 01 Nov 2004 05:23:33 PST Date: Mon, 1 Nov 2004 05:23:33 -0800 (PST) From: Steve Brooks Subject: Re: [FlyRotary] Re: IFR currency was Re: [FlyRotary] Re: 3000 fpm :-) (unofficially) To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: text/plain; charset=us-ascii If we want to swap IMC stories, I have a good one. My instrument rating is actually multi-engine. I was going to become an airline pilot a couple of years ago, and ended up getting allot of ratings just in time for the bottom to fall out after 9/11. Shortly after getting my instrument rating, I was working on my multi-commercial in a Beech Duchess at Vero Beach. Storm were a daily event, but over the ocean it was generally good. To make a long story short, after flying for about 90 minutes, the thunderstorms moved to the shore, and also extended out into the ocean several miles to the North and South. I was still VFR, so I filled with Miami center for an ILS into Ft. Pierce. By the time we got the clearance, that airport was 0/0. ATC said the Vero Beach was still OK for a VOR approach, so we headed there. We flew right into the thunderstorm. I was hoping that ATC was directing us to a soft spot in the storm, but it sure didn't fell like it. Things were OK, until they gave me a decent from 3000 to 2000 when I was on a base leg for the approach. When I got close to 2000, I started adding power, added ,ore power, full throttle full props, and still in a 1000 fpm decent. This was in a plane that would climb over 1000 fpm normally. I was trying to get any climb, and then the stall warning started, so I had to push the nose down a little more. The air speed was all over the place and was going from 80 kts down to nothing at times. To make things even better, and tower at Vero took a lightning strike and was knocked off line. That really didn't matter though, because I finally broke out to the thunderstorm at about 800 AGL, and was out of the mess. I went and landed at another airport, and swore that I would never get into another thunderstorm. Steve Brooks --- DaveLeonard wrote: > I agree with you guys on one level. I never plan to > intentionally fly into > icing-like conditions or around big imbedded > towering cu. There is also > no-doubt a currency factor that should play a big > role. > > But on the other hand, having the additional > training will only be helpful > give your personal weather decisions. I have also > spent my share of time in > inadvertent IMC where I was afraid to contact ATC > for fear of getting in > trouble. Being legal, separated from other traffic, > and better trained is > never a bad thing. > > I had been waiting on getting my ticket until my > RV-6 was flying. Now it > is, so last week I took the written. First flight > coming soon, practicing > on the computer. Bluemountain EIFS lite G3 paid for > - to redundantize the > panel. (check out this newest bit of gear from an > ex-rotor head. > www.bluemountainavionics.com ) > > Dave Leonard > > > > > > Steve, > > > > You made the point I felt about myself. If I > weren't going to stay > > current (unlikely) then having the ticket just > might be enough to tempt me > > to do something that could end up getting me > killed. > > > > Lets' face it - by flying experimental aircraft > with > > experimental engines > > we have already moved the risk factor up the scale > a notch or two. I > > personally like to keep the other risk factors > (within my control) on the > > lower side {:>) > > > > Ed > > > > ----- Original Message ----- > > From: "Steve Brooks" > > To: "Rotary motors in aircraft" > > > Sent: Sunday, October 31, 2004 10:04 PM > > Subject: [FlyRotary] Re: 3000 fpm :-) > (unofficially) > > > > > > > Ed, > > > Actually I have an instrument rating, but the > guy who > > > had the Bonaza wasn't current, and I wouldn't > want to > > > fly an unfamiliar aircraft in actual IMC. > Especially > > > as bad as it was here 1-1/2 vis w/ 500 ft > ceiling. > > > Not very good conditions, especially since I > haven't > > > flown in actual IMC in 2 years. Not a good > place to > > > pick back up. > > > > > > Steve Brooks > > > --- Ed Anderson > wrote: > > > > > > > > > > > ----- Original Message ----- > > > > From: "Bulent Aliev" > > > > To: "Rotary motors in aircraft" > > > > > > > > Sent: Sunday, October 31, 2004 4:58 PM > > > > Subject: [FlyRotary] Re: 3000 fpm :-) > (unofficially) > > > > > > > > > > > > > On 10/31/04 3:54 PM, "Ed Anderson" > > > > wrote: > > > > > > > > > > > Hi Steve, good to hear from you. > > > > > > > > > > > > Yes, I always looked at the weather in SC > just > > > > to see if I did get off > > > > what > > > > > > it would be like a bit further south. > Generally > > > > the fog didn't start to > > > > > > lift until near the Georgia border. > > > > > > > > > > You guys have one year to get your > instrument > > > > rating. Last year we had 6 > > > > > rotary powered airplanes. This year two? We > are > > > > going backwards? > > > > > Fin is the only one with real coconuts to > fly in > > > > even if the tower told > > > > him > > > > > it is IFR (or fly period :) It was a great > > > > gathering as usual and we thank > > > > > Tracy and Laura for the hospitality and > Laura's > > > > parents for landing them > > > > > their beautiful house. > > > > > Bulent > > > > > > > > > > > > > Ah! I see we are now using Finn's coconuts as > the > > > > standard- are we?. Well, > > > > this old ape is content to let the young ones > with > > > > the big coconuts fly in > > > > that kind of weather. Probably why you only > see > > > > small coconuts on old apes > > > > {:>) > > > > > > > > Two winters ago I stupidly got myself in > situation > > > > (clear Wx was being > > > > reported behind a cold front) flying at 8000 > ft and > > > > trying to go over the > > > > tops of a "few clouds". I ended up spending > 15-20 > > > > minutes in solid IFR and > > > > ice. Ice formed on the canopy and in front of > each > > > > fuel cap on the wing. > > > > Fortunately had pitot heat and remembered to > turn it > > > > on before it was too > > > > late. yes, I did the 180 thing but the > weather had > > > > build up behind me > > > > quickly. > > > > > > > > Staying on the AI, altimeter and GPS, I was > finally > > > > able to get down and > > > > below the weather at 1800 MSL. I finally > landed > > > > minus radio antenna (that > > > > the ice took off) just north of Atlanta. > The > > > > first thing I saw when I > > > > staggered into the FBO's office through the > blowing > > > > snow was an article > > > > posted to their reading board about the > average time > > > > a non-instrument rated > > > > pilot lasted in IFR conditions was a few > seconds > > > > short of 3 minutes. The > > > > experience and the article was enough to > shrink any > > > > oversized coconuts > > > > this old ape may have had. {:>) > > > > > > > > My plane is instrumented for IFR (fortunately) > and I > > > > actually completed the > > > > instrument ground school and passed the FAA > ground > > > > test just before I > > > > retired. I then decided that there was > probably > > > > risk in me completing an > > > > obtaining an IFR rating. If you don't stay > current > > > > - I think you are > > > > fooling yourself and just might end up in a > > > > situation beyond your current > > > > capabilities. > > > > > > > > Sorry, I didn't make it and missed seeing all > you > > > > folks that did, but hope > > > > to make it next year. Now if Tracy got a GPS > > > > approach for Shady Bend {:>) > > > > > > > > Best Regards > > > > > > > > Ed Anderson. > === message truncated ===