Do you own a plane and what kind?
02-09-2021, 07:09 PM
#171
Gets Weekends Off
Joined APC: Apr 2016
Position: Looking left
Posts: 3,302
This made me think of something I came across recently. There is an iOS EFB app called Xavion that calculates optimum glide scenario considering wind, runway length, glide performance (obviously), etc. I haven’t used it but ran across it and looked impressive. There are YouTube videos demonstrating it as well. Maybe I’m late to the game but if not, check it out. I just think it’s cool as hell. Maybe I’m missing something though, let me know.
02-09-2021, 07:19 PM
#172
Gets Weekends Off
Joined APC: Nov 2017
Posts: 2,099
Do you own a plane and what kind?
Yeah, I’ve seen that. But this app takes winds aloft, runway length, surface winds, terrain, actual glide data (three different configurations used at different times during the glide, not always best glide speed), and figures out optimum runway and glide track by a HITS type depiction that helps steer you do the threshold.
The developer has a Lancair Evolution that he demonstrates it with.
https://youtube.com/playlist?list=PL..._6z6jauSyZETGv
02-09-2021, 08:49 PM
#174
Gets Weekends Off
Joined APC: Aug 2015
Position: Guppy Gear Slinger
Posts: 1,897
02-09-2021, 09:30 PM
#175
Gets Weekends Off
Joined APC: Aug 2015
Position: Guppy Gear Slinger
Posts: 1,897
.
There is NEVER an emergency to get there. If the wx is bad, we wait. With the coastal mountain range right on top of the airport, there is no way any straight-in would pass TERPS and I have ZERO interest in doing a “Garmin visual approach” in IMC. Backup plan if we get there and wx has deteriorated is ACV and rent a car, but we have never had that happen cuz we always wait til it’s verifiably VMC. Winter icing causes us more cancellations than fog. It’s tough Dec thru Apr to find a day with no icing both there and SLC. (Once or twice each Winter, we drive and fill the truck up with cargo.) Flew back to SLC Sunday, severe clear. No window in the next 10 days to return to the coast due to icing. But we are in no hurry.
.
There is NEVER an emergency to get there. If the wx is bad, we wait. With the coastal mountain range right on top of the airport, there is no way any straight-in would pass TERPS and I have ZERO interest in doing a “Garmin visual approach” in IMC. Backup plan if we get there and wx has deteriorated is ACV and rent a car, but we have never had that happen cuz we always wait til it’s verifiably VMC. Winter icing causes us more cancellations than fog. It’s tough Dec thru Apr to find a day with no icing both there and SLC. (Once or twice each Winter, we drive and fill the truck up with cargo.) Flew back to SLC Sunday, severe clear. No window in the next 10 days to return to the coast due to icing. But we are in no hurry.
.
02-10-2021, 05:35 AM
#176
Gets Weekends Off
Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,168
EAA is doing a crowd source flight test to collect data from pilots and their aircraft. The focus now is the 180 degree turn back to the runway after engine failure. They have a test card and collection procedure to perform and collect the data. The 4 tests are done at altitude. The minimum turn back altitude for my airplane is 600 feet. It's an aggressive bank into the wind and I have a light high wing with a good glide. They are eventually going to survey off airport landing sites surrounding GA airports and it will all be in an app. Cool stuff and they invite participation.
02-10-2021, 06:07 AM
#177
Gets Weekends Off
Joined APC: Nov 2018
Posts: 114
I think I’ve read through this entire thread and haven’t seen one mention of my dream plane...the Piper Malibu. And a lot of folks will say that they like a single that can carry 4 people with a decent payload with speed. But the best they can think of is the Columbia 400 (great plane!) or Cessna TTX or Cessna 206. The Malibu never gets mentioned. I’m really just curious as to why. 2007 Columbia 400 price is somewhere in the $300’s. 1997 Malibu is somewhere in the $400’s so price isn’t that big a deal. Fuel burn for both is comparable at somewhere between 15 and 20 gph. I understand the new Malibu’s cruise on the wrong side of peak, but is there something else I’m missing. With a pressurized fuselage, club style seating, good payload, and great range, it just seems like it has everything. But I’m a novice at the stuff. Anyone think of a reason why the Malibu gets no love? I don’t want to go down the wrong path if I can avoid it. Would love to get one in 10-15 years.
. That’s still 17k/yr before he turns a wheel. Love the plane tho!
02-10-2021, 07:57 AM
#178
Sick of whiners
Joined APC: Jun 2015
Position: 767 VEOP
Posts: 507
EAA is doing a crowd source flight test to collect data from pilots and their aircraft. The focus now is the 180 degree turn back to the runway after engine failure. They have a test card and collection procedure to perform and collect the data. The 4 tests are done at altitude. The minimum turn back altitude for my airplane is 600 feet. It's an aggressive bank into the wind and I have a light high wing with a good glide. They are eventually going to survey off airport landing sites surrounding GA airports and it will all be in an app. Cool stuff and they invite participation.
.
Read the articles in the last 2 months on immed turnback after low-alt eng fail in SPORT AVIATION by Charlie Precourt (Test pilot, retired NASA Chief Astronaut and squadron-mate of mine from USAF) Most excellent discussion and includes interesting recommendations such as use 45deg of bank to return. (45 deg banked turn loses more altitude per mile travelled, but you travel significantly fewer miles in the tighter turn, producing less overall altitude loss over the ~200 degerees of turn compared to a 30deg banked return) This is something every single engine GA jockey should understand and practice.
.
02-10-2021, 08:11 AM
#179
Gets Weekends Off
Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,168
.
Read the articles in the last 2 months on immed turnback after low-alt eng fail in SPORT AVIATION by Charlie Precourt (Test pilot, retired NASA Chief Astronaut and squadron-mate of mine from USAF) Most excellent discussion and includes interesting recommendations such as use 45deg of bank to return. (45 deg banked turn loses more altitude per mile travelled, but you travel significantly fewer miles in the tighter turn, producing less overall altitude loss over the ~200 degerees of turn compared to a 30deg banked return) This is something every single engine GA jockey should understand and practice.
.
Read the articles in the last 2 months on immed turnback after low-alt eng fail in SPORT AVIATION by Charlie Precourt (Test pilot, retired NASA Chief Astronaut and squadron-mate of mine from USAF) Most excellent discussion and includes interesting recommendations such as use 45deg of bank to return. (45 deg banked turn loses more altitude per mile travelled, but you travel significantly fewer miles in the tighter turn, producing less overall altitude loss over the ~200 degerees of turn compared to a 30deg banked return) This is something every single engine GA jockey should understand and practice.
.
02-10-2021, 08:53 AM
#180
Gets Weekends Off
Joined APC: Dec 2020
Posts: 128
I'm not in the market for a plane, but I went looking at your mention of the Malibu. I have a family of 5, so the ability to seat 6 would be nice for me. It's got lots of capability, but at a higher price. At first I thought it was turbine powered, but realized I'm thinking of a more modern version of it.
I think the reason people aren't thinking of it is that isn't quite as "GA" feeling as a Columbia or Cessna 206. It's certainly a cabin class airplane. I could see owning it with 3-5 other pilots - I could see costs in the reasonable range if that was the ownership structure.
I think the reason people aren't thinking of it is that isn't quite as "GA" feeling as a Columbia or Cessna 206. It's certainly a cabin class airplane. I could see owning it with 3-5 other pilots - I could see costs in the reasonable range if that was the ownership structure.
If I could afford one (and the maintenance) I’d buy an MU2 (I did 1100 hours single pilot running checks in them before the airlines).
