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Gerrit Jacobs vliegt in Hawker Hunter
21.05.11 Vliegclub AviaNoord bedankt clubcaptain Gerrit Jacobs. Hij werkte 38 jaar bij de Koninklijke Luchtmacht, waar hij in 1989 als majoor-vlieger met pensioen ging. Hij was zeven jaar voorzitter en is nog steeds ere-voorzitter van AOPA Nederland.
Ter gelegenheid van zijn 80-ste verjaardag en om hem te bedanken voor zijn buitengewoon grote inzet voor de club werd Gerrit Jacobs door AviaNoord een vlucht aangeboden in de Hawker Hunter. De historische straaljager is in bezit van de Dutch Hawker Hunter Foundation en gestationeerd op luchtmachtbasis Leeuwarden.
Een film van Suhaila Sahmarani
Ter gelegenheid van zijn 80-ste verjaardag en om hem te bedanken voor zijn buitengewoon grote inzet voor de club werd Gerrit Jacobs door AviaNoord een vlucht aangeboden in de Hawker Hunter. De historische straaljager is in bezit van de Dutch Hawker Hunter Foundation en gestationeerd op luchtmachtbasis Leeuwarden.
Een film van Suhaila Sahmarani
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Impossible turn: Practice makes possible?met dank aan AOPA (Aircraft Owners and Pilots Association)
This article was first published in the online newsletter of AOPA USA By Alyssa J. Miller May 19, 2011 Less than one minute after takeoff, my Cessna 172’s engine sputters and quits. My heart is pounding as I bank hard left and turn back to the airport—a move that has proven disastrous to many other pilots. Thankfully, this is a practice scenario at 4,000 feet msl with my instructor Sandy Geer, the chief flight instructor at Frederick Flight Center near AOPA’s home base in Maryland. I’m trying out AOPA PilotContributor Barry Schiff’s steps for the so-called impossible turn so that I’m prepared to make an informed land-straight-ahead or turn-back decision if ever presented with such an emergency. In his article, Schiff notes that he’s turned back after an engine failure. The key to Schiff’s approach is to find out how much altitude you need to turn around safely—not to try to turn the aircraft around in a pre-set amount of altitude. Applying full power, I climb from 3,500 feet to 4,000 feet msl between best angle and best rate of climb before pulling the throttle to idle. Then, with my airspeed bleeding off and the stall horn starting to blare, I struggle to maintain that same pitch-up attitude for five very long seconds, hoping the aircraft doesn’t stall. Why hold the attitude? Schiff says it will take about five seconds to recognize and react to the real emergency, so this time delay will help achieve a more accurate re-creation. I then roll into a 45-degree bank, letting the nose naturally fall through the horizon to reach best glide speed and then applying back pressure to maintain it. Even at altitude, I forget to re-trim the aircraft to make the steep bank easier—a good indication that the same would be true in a real emergency close to the ground. Finally, I pull out of the descending steep turn with an altitude loss of 300 feet. But would I have been safe to actually perform the maneuver within that amount of altitude? Not after this first practice round. While I completed the maneuver within 300 feet three times, once I lost 500 feet because I didn’t maintain best glide speed. Allowing the aircraft to descend just five to 10 knots faster than best glide added 200 feet. The other kicker: I looked inside the cockpit the entire time, focusing on the instruments. That won’t work in an actual emergency. But practice is key. With regular practice at altitude to memorize the maneuver, establish a consistent pitch attitude, and look outside, I might turn back at a lower altitude than I would otherwise. My turn-back altitude has always been a minimum of 1,000 feet. With practice, I might try it at 750 feet if the area ahead of me were filled with obstacles. At least now I have a better reference point to make a decision in the event of an unexpected engine failure on takeoff. ------------------------------------------------------------------------------------- We ontvingen commentaar van Gerrit Jacobs (honorary president AOPA Netherlands): Het Amerikaanse verhaal gaat op vanaf ongeveer 1500 ft AGL Bij motorstoring, onder de 1000ft AGL het volgende doen: neus glij stand gas dicht 1e stand flaps. Recht uit landen, hoog uit 30gr links of rechts van de start richting, obstakels ontwijken. All electrics off, behalve als je electric flaps hebt. Full flaps Mainswitch off Benzine kraan dicht. Als vliegtuig stil staat meteen verlaten. Na de landing alle handelingem Blijf bij toestel Zorg,dat je altijd een werkende telefoon bij je hebt. Je kunt beter een veilige landing maken zonder checks, Dan een crash met. Die USA-grapjes gaan beoefenen vraagt om problemen.!!!!!!!!!! |
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