Flying over gross?

[Westward_Bound]

I understand you, as well as everyone else RB, and appreciate all the info. But as I just pointed out in my last post, this all started out of a reply I made to another thread weeks ago. It's just really annoying when people don't read, or understand what I'm saying and turn things around, because I never said that I want to, or think we should fly out of limits.

It's like saying a 172 should never be flown into ice, so I don't care to know just how much ice it can really handle before it's uncontrollable. I bet when you're into that unplanned ice and you have 10miles to go till the shoreline, you'd sure like to know when you can expect to fall out of the sky. Again, another situation best avoided by proper pre-planning, but on the other hand, it's knowledge that might help you make the decision to just ditch in the water while you can still control it, or try and make it to shore knowing you'll probably still have control and can at least put it into the trees or that field or whatever....point is there is nothing wrong with having more information. Why limit yourself to how much you know?

Lets make it easy, lets say I'm not a pilot, and never will be. Now lets have the same discussion.

[Cat Driver]

Should we give instruction in how to fly inside cumulonimbus clouds with hail in them so you will know how to handle it if you accidentally fly into one?

By the way I have been in that situation a few times and you don't have enough money to get me to fly into one just to teach you what it is like.

[Westward_Bound]

Should we give instruction in how to fly inside cumulonimbus clouds with hail in them so you will know how to handle it if you accidentally fly into one?

By the way I have been in that situation a few times and you don't have enough money to get me to fly into one just to teach you what it is like.

lol, exactly, if you have some info that could save a life, why withhold??!! Actually flying into it to teach is going too far, but I'm sure you could tell us some things....

...Like should we slow down to reduce damage, or speed up and just get out of there?!?!

[Cat Driver]

...Like should we slow down to reduce damage, or speed up and just get out of there?!?!

The very first thing you do is slow down to the recommended severe turbulence penetration speed for the airplane you are flying.

Next find something to put in the windshield so you do not get blinded by lightening.

Next you furiously work on your prayer beads while you try and keep the thing under control and ride the up and down drafts and forget trying to maintain a given altitude, just let the fucker ride up and down until you are through it...generally it does not take long.

Been caught in them all over the world, mostly in the ITCZ flying airplanes with no radar.

A real pro can fly through one and not have his sexual fantasies interupted.

[dannyjet]

Just a quick question Cat;

I'm a low timer just so you know my limited experience, I have a doubt with what you just said about flying in CBs. I don't know why but I have the impression that if your altitude indicator is fluctuating a lot due to strong and quick up and down drafts, does it lose its calibration much easier?

Never read it anywhere before, but I would assume that after getting out of a CB or an area severely affected by drafts it would be a good practice to reset your altimeter.

If so, is this due to the erratic and quick changes the altimeter suffers or due to the pressure changes and only because of this? Thanks.

[flap16]

I understand you, as well as everyone else RB, and appreciate all the info. But as I just pointed out in my last post, this all started out of a reply I made to another thread weeks ago. It's just really annoying when people don't read, or understand what I'm saying and turn things around, because I never said that I want to, or think we should fly out of limits.

It's like saying a 172 should never be flown into ice, so I don't care to know just how much ice it can really handle before it's uncontrollable. I bet when you're into that unplanned ice and you have 10miles to go till the shoreline, you'd sure like to know when you can expect to fall out of the sky. Again, another situation best avoided by proper pre-planning, but on the other hand, it's knowledge that might help you make the decision to just ditch in the water while you can still control it, or try and make it to shore knowing you'll probably still have control and can at least put it into the trees or that field or whatever....point is there is nothing wrong with having more information. Why limit yourself to how much you know?

Lets make it easy, lets say I'm not a pilot, and never will be. Now lets have the same discussion.

I have now read this entire thread, and no one has "turned anything around". You asked a question which by its very nature was unacceptable for a CPL holder to ask. How much ice on a 172 is too much? If you can see it, feel it, or smell it, its too much.

To answer your first question about how to fly an aircraft that is improperly loaded (over gross or out of the approved C of G), you don't fly it that way! Period! Anyone who needs to ask such a question does not have the maturity to fly an airplane for a living. That is fact.

I wish you lots of luck finding your first job. We all know how difficult it is to find something during a downturn, but remember everytime you sit down up front that you are accepting significant personal liability for the lives of those on board. Especially when you operate out of the approved envelope. That should always be in the back of your mind before you even start to think about firing up those engines.

[Cat Driver]

Just a quick question Cat;

I'm a low timer just so you know my limited experience, I have a doubt with what you just said about flying in CBs. I don't know why but I have the impression that if your altitude indicator is fluctuating a lot due to strong and quick up and down drafts, does it lose its calibration much easier?

No, an altimeter measures pressure changes and to damage it you would need a severe change of pressure that is not possible to get in the atmosphere.

Never read it anywhere before, but I would assume that after getting out of a CB or an area severely affected by drafts it would be a good practice to reset your altimeter.

You reset your altimeter every time you get a new setting from a ground station for several reasons such as traffic separation ( Below 18,000 feet. ) and for the purpose of landing for two reasons.

If so, is this due to the erratic and quick changes the altimeter suffers or due to the pressure changes and only because of this? Thanks.

You would be best advised to read from the ground up or other flying training manuals to get the answers to these questions as you will learn lots of other things about flying as you search for answers.

[A2G]

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[square]

grrrrrr....wow....no it's in fact you who "doesn't get it". For effin sakes dude, get your head out of your ass and read my godamn posts. I can't believe the people who respond the same as you fly airplans!! How can you get by in life if you can't even read a simple messageboard without taking things so far out of context!!???

Seriously, some people here amaze me at their lack of proper comprehension and it's getting really annoying.

YES I UNDERSTAND DON'T FLY OUT OF LIMITS, PRETTY EFFING SIMPLE!!! But that's BESIDE MY POINT!!!!!

You are unsafe if all you want to know what you need to know and nothing more.

You're trying to put makeup on your lousy standards. Encountering icing or thunderstorms are a whole different ball game. They're situations the most prudent pilot can find himself in, overloading an aircraft is something a prudent pilot could not find himself in.

What you're asking is more like 'how do I drive drunk?' or 'how do I cover up a crime?' Now you're saying 'guys I'm just asking for information.' Well, you just don't do it. And it'll really hurt your reputation with the guys that go onto WJ and other great operators.