On a Lycoming or Continental you can stall the prop by slowing the plane. Been there, done that.
Yes massive bird strikes happen. Yes wings fall off planes. I just don't think either happen enough to warrant a BRS.
As for the pilot who got himself into IMC and a spin (which would only be unrecoverable if he was low to the ground or loaded the plane out of CG), sounds to me like he needs a good flight instructor more than a BRS!
Helen
On 1/31/2011 9:37 PM, medicbill@aol.com wrote:
Engine failure- Yes, by the book that is what your suppose to do but not always practical such as over mountainous terrain or forested area. Is it better to crash into trees or come down through them at a slower speed?Prop failure+Many examples of props falling off. Not all BRS equipped planes use Rotax engines. See above.IMC- Yes another text book answer if don't become disoriented while you are in it.Bird strike- Great example on AOPA where a bird came through injuring the pilot and having difficulty with his eye site, While he was able to make it back if he had a BRS he would have had another option to save his ass if need be.Oh yes what about the unrecoverable spin?In a message dated 1/31/2011 5:59:39 P.M. Pacific Standard Time, Helen_Woods@verizon.net writes:
Engine failure = glide straight ahead and land in a field or in the water
Prop failure = kill the ignitions (Rotax does not windmill), glide straight ahead and land in a field or in the water
IMC = Execute 180 degree turn
Bird strike so sever as to cause the plane to crash or disabled pilot = remote possibility I would put in the same category of risk midair or wings falling off
A much more realistic risk is a gear down water landing causing the plane to flip and sink.
These are just my opinions. Take them or leave them.
Helen
On 1/31/2011 8:51 PM, medicbill@aol.com wrote:What about an engine failure, prop failure at altitude? Or those who fly into IMC and are not instrument rated and become disoriented? Or how about bird strikes or disabled pilot?BillIn a message dated 1/31/2011 5:43:52 P.M. Pacific Standard Time, Helen_Woods@verizon.net writes:I will concede the remote possibility that if a wing fell off or a
midair collision occurred bellow 1000' that the pilot may have presence
of mind to quickly enough recognize his situation and deploy the chute
before landing in the water but I still say it is impractical. Most
seaplane pilots are flying below 1000' over water. The chances of a mid
air at that altitude are remote and the chances of a factory built plane
suddenly having the wings fall off (Zodiac excepted) are even more
remote. Why would one total the airframe's structural integrity and
risk landing in an unusual attitude from a chute deployment both of
which increase the chances of sinking, rather than just landing straight
ahead in the water?
Helen
On 1/31/2011 8:34 PM, apollonorthamerica wrote:
> Below 1000 feet BRS is useless??
> Where, how, who do you come up with that. Generally speaking a BRS may open in as little as 300 feet. In fact I know of a sea trike going down due to a bad wing sail repair after a previous under water encounter and on this second one they opened their BRS at around 500 feet and survived though hurt. According to them if I remember the BRS opened just enough to make the water impact softer.
>
> Abid
>
>
> Helen Wrote:
> SeaReys have a sliding canopy and Aventuras are open or have pop-open windows. Interestingly enough, just about every SeaRey pilot I know has sunk their plane at least once with a gear down water landing and swum away. By contrast, I looked at a Gannet a few years back at OSH. The salesman gear downed it and drowned a few months after I spoke with him. I'm not flying it unless I have a way to escape.
>
> As for the BRS, most seaplane flying is done below 1000' where a BRS isn't going to be of any use and there's plenty of runway all about.
>
> Helen
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> Yahoo! Groups Links
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