Jump to content

iaw4

Members
  • Content count

    3
  • Joined

  • Last visited

  • Days Won

    1

About iaw4

  • Rank
    Passenger Member

Profile Information

  • Location
    90049
  • Interests
    N86FT
  • Gender
    Male
  1. Parachute Recommendation

    it does not have to be finite and can be by pilot, because it is not an FAA legal issue anyway. but think about why there is a good reason for the existence of an IFR decision altitude: you have time to decide until you get there *before* you need to decide. especially when the engine quits and I am still high, I want to know *when* I have a decision to make. I want to know a good decision altitude (envelope) in my mind. can I delay it down to 400'? 200'? 100'?
  2. Parachute Recommendation

    Good information. [1] where does the 40% death chance come from? if the 60% is mostly from bad terrain below, and I am not in this situation, then pulling may not be ideal. (frankly, I don't 100% trust it, either.) . if the 60% applies even for seemingly good terrain (golf course? sports field? empty road? road with low traffic and lots of spacing?), then I better pull sooner rather than later. [2] we do need to get a good estimate of the (graphical) envelope for a good pull. I presume that if I am in a good flight attitude at 50 knots, 200' altitude, but I realize that it is not good ahead of me, a pull would still work. if I am in a spin at 120 knots, 200' altitude, I can kiss my butt goodbye. this is a bad guess, BUT knowing this is *very* important, because it will help me to decide when to pull and when not to pull. this is especially relevant with respect to [1]. if I have good control of the airplane and the engine went out, I am still at 1000' AGL, and I am not in bad terrain (mountains) but I see a nice golf course below me (yes, I understand a golf balls could hit me), then my choice (descend first, decide later; vs pull immediately) will depend on the viable envelope. I need the equivalent of an IFR decision point. /iaw
  3. [new owner, N86FT] I believe (but I am not certain) that there was only one parachute pull in a Flight Design so far. (This comes from looking at old messages on this board.) . Please correct me if I am wrong. Cirrus changed it's training methods to suggest "if in doubt, immediately pull the parachute"---pull early and often. It's almost "if the engine goes out and you are not over an airport, just pull." https://www.aopa.org/news-and-media/all-news/2016/july/24/how-cirrus-reduced-accidents there are some obvious scenarios for a pull (hostile territory and the engine goes out, etc.) and some obvious scenarios for landing (you are high in the pattern and were practicing engine-out landings anyways). unlike the Cirrus, we do not have much evidence for outcomes with parachute pulls, either, so there is an extra uncertainty factor for FDs. has FD offered some more guidance on when to pull? should I follow the old or the new Cirrus approach. /iaw
×