I tried to follow my Enigma simulated terrain / GPS to the airport (at least once, but not blindfolded) it's good practice (in fact I should probably do that again). I would have been about 50' off target for the runway (but probably wouldn't have crashed into a house) if I had to use it in ernest. I did not choose the gyro option for inputs to the Enigma.
Sometimes technology can betray or push us to continue in times when the best action is to turn around or land. I really don't like to play with weather, and a moving map of some sort might be used as an SA tool and not as a decision making tool. You can see how things could get out of control in the following video. I believe they were using the gps to avoid terrain and it almost back fired. Always FLY SAFE!
XC, some years back I was a DC-3 crewchief (like a LM in better terms). We were flying at night with no moon and out of the blue all hell broke loose, we got into weather and it was pretty scary, our main thing was to keep the wings level and our airspeed. In weather, altitude and airspeed are mostly dictated by the severity of it, so you have to be in your toes and trained. When we were in the soup our altitute fluctuated around +/- 500ft and airspeed +/- 30 knots. It wasn't my first time either, so I learned quickly to respect mother nature.
Jeff, I've whited out accidentally a couple times. The first was ridge soaring a HG under a low cloud layer, I passed through a wisp of cloud for ~ 3 seconds- I got immediate vertigo (too quick to let it drive me off course though). Another time I made a big mistake (a never do that again moment) and knew I was going to pass through about 100' of cloud-- I set the instruments (GPS at correct zoom level, Enigma to simulated terrain and horizon) and focused on them to maintain a straight heading- it worked sufficiently, and I believe my track was straight- I did not get vertigo.
I've proven to myself what everyone is told that in practicing with the instruments your senses lie. I know as a VFR student pilot in a Cessna I had to do hood time toward a license-- that training requirement was not to give the student confidence to try it in earnest, but to give him/her some bit of a chance of surviving if it VFR into IMC happens. Best is to avoid it, absolutely and never tempt fate (eg scud run). There are some good reasons to learn and practice with your instruments though.
Hey Jeff, I think your practicing with a CFI some instrument navigation is a great idea. I know you've also gone the other route and turned off your GPS and tried to find your way with the chart only. I've done that a few times-- it's fun, and it's difficult!! It really should be done by everyone.
My CFI required me to have my GPS off for my long XC qualifying flight-- that wasn't too difficult because I knew the area (my greater neighborhood (150 mile route)) and ocean to the far west of me was visible. But, try doing it in an area you are not familiar with !! Just a couple hours east at Buttonwillow we tried (my wife in back) looking at the chart, comparing the yellow (city) areas, the aqueduct, etc to where we thought we were and wanted to go-- Not EAsy!! Fun though in an otherwise desolate area something to do on your flight. Not unsafe as we had tons of fuel, and VFR conditions and or eyes OPEN and definitely out of the cockpit (and we could turn on the GPSs again at any moment).
Ken, I finally saw the video above of him landing (and taking off)-- Wow!!! With his eyes OPEN he was all over the place, ran off the runway even, and the body roll was around 30° or more! Without visual input your sense of balance is severely diminished. As we age our balance mechanisms decline significantly (falls are frequent). Removing 1/3 of the balance senses, in a very active and high speed (he's not at walking speed), dynamic environment is just not a good idea.
Roughly quoting him in the video Ken had, "I want to achieve my dream. By doing this, I hope to inspire others to do so also!" I hope he means inspire others to achieve their dreams, not to fly blind folded.
I haven't researched his canopy, I gather it's a Paraglider rather than a Parachute. If I was to do this, I would use a big slow chute, with extended lines for increased pendular stabilty and slower touchdown speeds.
Hey Cburg, another Q: I did't realize that the wings of PPG & PPC were different also. I just thought the difference was size and landing gear (feet vs chassis/wheels). What are the main differences?
PPCs have large cell openings and are highly resistant to collapsing and quickly and easily reflate, but are less efficient…but much safer.
PPGs have much smaller cell openings and are far more prone to collapses depending on its rating category. Beginner PGs re-inflate by themselves, like a chute would but use more altitude to re-inflate.
For something like this a chute is a far better choice than a paraglider wing.
Several years ago I spoke with a reserve chute re-packer about the deployment comparison between hang gliders and paragliders. The owner said it was about 10-to-1. Paragliders deployed 10 times more than hang gliders…don’t know if it’s improved…probably has.
I have a PPG, but now just use the wing to play at the beach. I would never take my wife up in a PPG, but have taken her up in a PPC…a safer choice.
Comments
How about these AI phone apps...seems like the most cost effective solution...for under two bucks!
https://play.google.com/store/apps/details?id=com.ixellence.ixgyro.android.demo&hl=en
https://play.google.com/store/apps/details?id=com.sensorworks.aircrafthorizon&hl=en
I bet Denzel "Book of Eliah" could do it ;-)
I tried to follow my Enigma simulated terrain / GPS to the airport (at least once, but not blindfolded) it's good practice (in fact I should probably do that again). I would have been about 50' off target for the runway (but probably wouldn't have crashed into a house) if I had to use it in ernest. I did not choose the gyro option for inputs to the Enigma.
Sometimes technology can betray or push us to continue in times when the best action is to turn around or land. I really don't like to play with weather, and a moving map of some sort might be used as an SA tool and not as a decision making tool. You can see how things could get out of control in the following video. I believe they were using the gps to avoid terrain and it almost back fired. Always FLY SAFE!
Agreed Aeromaniac, statistically weather is the most likely type of emergency situation to kill you.
XC, some years back I was a DC-3 crewchief (like a LM in better terms). We were flying at night with no moon and out of the blue all hell broke loose, we got into weather and it was pretty scary, our main thing was to keep the wings level and our airspeed. In weather, altitude and airspeed are mostly dictated by the severity of it, so you have to be in your toes and trained. When we were in the soup our altitute fluctuated around +/- 500ft and airspeed +/- 30 knots. It wasn't my first time either, so I learned quickly to respect mother nature.
Speaking of making and breaking records how about 5 records in 4 days:
http://www.cartercopters.com/system/sdocs/16/original/Carter%20Aviation%20Press%20Release%20-%202014-01-30%20(Records).pdf?1391118473
https://www.rotor.org/Publications/RotorNews/tabid/843/articleType/ArticleView/articleId/4214/Carter-Aviation-Breaks-Five-Records-in-Four-Days.aspx
http://www.rotaryforum.com/forum/showthread.php?t=39913
NTSB details on a Alaskan Trooper crash...weather and disorientation:
http://helicopterforum.verticalreference.com/topic/17739-ntsb-released-prelim-report-on-2013-alaska-trooper-crash/
Jeff, I've whited out accidentally a couple times. The first was ridge soaring a HG under a low cloud layer, I passed through a wisp of cloud for ~ 3 seconds- I got immediate vertigo (too quick to let it drive me off course though). Another time I made a big mistake (a never do that again moment) and knew I was going to pass through about 100' of cloud-- I set the instruments (GPS at correct zoom level, Enigma to simulated terrain and horizon) and focused on them to maintain a straight heading- it worked sufficiently, and I believe my track was straight- I did not get vertigo.
I've proven to myself what everyone is told that in practicing with the instruments your senses lie. I know as a VFR student pilot in a Cessna I had to do hood time toward a license-- that training requirement was not to give the student confidence to try it in earnest, but to give him/her some bit of a chance of surviving if it VFR into IMC happens. Best is to avoid it, absolutely and never tempt fate (eg scud run). There are some good reasons to learn and practice with your instruments though.
Hey Jeff, I think your practicing with a CFI some instrument navigation is a great idea. I know you've also gone the other route and turned off your GPS and tried to find your way with the chart only. I've done that a few times-- it's fun, and it's difficult!! It really should be done by everyone.
My CFI required me to have my GPS off for my long XC qualifying flight-- that wasn't too difficult because I knew the area (my greater neighborhood (150 mile route)) and ocean to the far west of me was visible. But, try doing it in an area you are not familiar with !! Just a couple hours east at Buttonwillow we tried (my wife in back) looking at the chart, comparing the yellow (city) areas, the aqueduct, etc to where we thought we were and wanted to go-- Not EAsy!! Fun though in an otherwise desolate area something to do on your flight. Not unsafe as we had tons of fuel, and VFR conditions and or eyes OPEN and definitely out of the cockpit (and we could turn on the GPSs again at any moment).
Ken, I finally saw the video above of him landing (and taking off)-- Wow!!! With his eyes OPEN he was all over the place, ran off the runway even, and the body roll was around 30° or more! Without visual input your sense of balance is severely diminished. As we age our balance mechanisms decline significantly (falls are frequent). Removing 1/3 of the balance senses, in a very active and high speed (he's not at walking speed), dynamic environment is just not a good idea.
Roughly quoting him in the video Ken had, "I want to achieve my dream. By doing this, I hope to inspire others to do so also!" I hope he means inspire others to achieve their dreams, not to fly blind folded.
I haven't researched his canopy, I gather it's a Paraglider rather than a Parachute. If I was to do this, I would use a big slow chute, with extended lines for increased pendular stabilty and slower touchdown speeds.
He's just a flag pole sitter...utter nonsense!
Hey Cburg, another Q: I did't realize that the wings of PPG & PPC were different also. I just thought the difference was size and landing gear (feet vs chassis/wheels). What are the main differences?
He lists it as a ppc here
http://theflyingchallenge.com/feather-powered-parachute/
The main differences are if the sail is inflated by ram air (ppc) or not (ppg) PPC are much slower than ppg
You can also see the cells on the video I posted earlier.
Found a page discussing the differences here from @chadbastian
http://www.trikebuggy.com/ppc-ppg/
Look to be fairly subtle
Most PPCs are rectangular rather than elliptical…there are exceptions.
http://en.wikipedia.org/wiki/Powered_parachute
PPCs have large cell openings and are highly resistant to collapsing and quickly and easily reflate, but are less efficient…but much safer.
PPGs have much smaller cell openings and are far more prone to collapses depending on its rating category. Beginner PGs re-inflate by themselves, like a chute would but use more altitude to re-inflate.
For something like this a chute is a far better choice than a paraglider wing.
Several years ago I spoke with a reserve chute re-packer about the deployment comparison between hang gliders and paragliders. The owner said it was about 10-to-1. Paragliders deployed 10 times more than hang gliders…don’t know if it’s improved…probably has.
I have a PPG, but now just use the wing to play at the beach. I would never take my wife up in a PPG, but have taken her up in a PPC…a safer choice.
Just my opinion...but still...PPGs are cool.