Comments on: Density Altitude and the Sudden Stop.

By: Buzz

Buzz — Tue, 21 Aug 2012 07:31:27 +0000

Once again lack of knowledge that can get you killed. In a previous post a gentleman suggests using flaps. A sure fire way to made a high density altitude takeoff worse in a lot of aircraft. Blanket procedures don’t apply for all aircraft.

By: tamugrad07

tamugrad07 — Sun, 19 Aug 2012 22:44:05 +0000

Eiji, where’s the link?

By: Eiji Hagiwara

Eiji Hagiwara — Sun, 19 Aug 2012 00:58:28 +0000

Take a look at this picture of down burst at the left edge of developing thunderstorm. This should be included in the basic pilot training material.

By: Buz Allen

Buz Allen — Sat, 18 Aug 2012 20:05:12 +0000

One of the First things I retrofitted to my 1967 Mooney was Shoulder Harnesses! I personally don’t cherish the thought of kissing my instrument panel or the control yoke with a force of more than 2 G’s which would probably end up in the 20 to 30 G range on Impact. Early on I learned about Density Altitude and an aircraft’s ability to climb to the height above ground equal to it’s wingspan and No More, more commonly known as Ground Effect. This occurs whenever any airplane is Behind The Power Curve, even a 777. The T.O. performance figures in most multi-engine jets assume the loss of one engine for this very reason, it Happens!

By: Larry

Larry — Sat, 18 Aug 2012 19:46:53 +0000

Just climb to your airplane’s ceiling and picture yourself trying to clear a 50 foot object with the performace you have at that point.

By: Tom OBryon

Tom OBryon — Sat, 18 Aug 2012 17:21:21 +0000

Glad you made it OK. Would recommend reflect on honesty. “Gust of Wind” liftoff doesn’t fly.

By: Cary Alburn

Cary Alburn — Sat, 18 Aug 2012 00:02:14 +0000

One of the first items I purchased after buying my 63 Cessna P172D 8+ years ago was BAS retracting shoulder harnesses. They had not yet been installed when I experienced a total engine failure (rod through the top of the case) and successfully landed in a field. Had the airplane nosed over, I am sure I would have been injured, wearing only the stock lap belt. In my opinion, there is little excuse for not installing some form of approved shoulder harness in every airplane’s front seats–$1000 is cheap compared to facial reconstruction surgery.

Density altitude issues cannot be successfully taught without going to a high density altitude location. Merely reducing the throttle doesn’t mimic the lack of lift, poor climb rate or no climb rate, higher ground speed vs. IAS, etc. adequately. My initial training almost 40 years ago was at Anchorage near sea level and included mock high DA training–but when I moved to Laramie, I learned what high DA really meant. When I was instructing, all in 172s and 182s and 180hp Archers, we used to joke that 152s were great little airplanes in the winter, but all they could do was taxi fast in the summer. That’s slightly hyperbolic, but there’s a lot of truth in it.

I have had a few high DA experiences that were my own fault for not giving DA its proper respect, fortunately without any tragic consequences, but I learned from them. Others have not been so fortunate. If this video catches the attention of enough people, perhaps high DA accidents will be reduced significantly. I’m just glad that no one died due to the pilot’s failure to give high DA its due.

By: Jase Valentine

Jase Valentine — Fri, 17 Aug 2012 23:47:48 +0000

Bruce,

Strongly, near fervently, in agreement on the shoulder harness – there are a few issues I decided years ago I would maintain, and if need be, proclaim myself as a practicing coward to get the point across. Among others, military or aerobatic-grade harnesses, robust rather than minimal ELTs that ‘just meet the reg,’ bailout bags in case of unanticipated landings – even over land – I’ll even consider a ballistic chute, but only if I’m allowed to fly to the same standard I would without it(seems like more pilots with the things keep crashing in spite of it. . .) -

All of this so I can fly relaxed and appreciative, not paranoid, and enjoy myself – all of which only works, if I keep the brain switched to the ‘Both’ position at all times. . .

Thanks, again, Bruce./

By: Antonio Molinar

Antonio Molinar — Fri, 17 Aug 2012 22:46:08 +0000

First I will have done and normally do is a notch of flaps, for better angle of departure.

Second LEAN the mixture I noticed on the video it was full rich.

I looked the area chart, there is a creek next to the airport, following it will have kept the flight from rising terrain the recommended procedure for this airport is to take off in the opposite direction

By: Randall Henderson

Randall Henderson — Fri, 17 Aug 2012 17:47:43 +0000

The silver lining to this story is that CFIs now have an excellent tool, in the form of this video, to graphically illustrate the effects of density altitude, climbing terrain, and the benefits of safety restraints.