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Glad it all worked and winds helped you do what it took to land safely
Summary is misleading implying Elmendorf or Anchorage were options…if they were then I’m sure he would have declared emergency and went with best option among them, being up departure they would have moved everyone else out regardless of major Intl or AFB.
To clarify for other listeners, when in emergency you are not asking for runway, you are informing.
Any chance avbrief would consider adding a transcript to these podcasts? I’d really like to read the article rather than listen for 30 mins or so.
Hi. The reason we don’t offer a transcript is that there’s no attribution as to who is speaking and there are also inaccuracies in the speech to text conversion. I’m personally aware of this type of thing happening.
Sorry.
Well, phooey – hate to miss out on your articles, but understand your reasons.
Mark, you couldn’t have said it better. There’s a reason why I watch but mute basketball and football games and no longer attend announced air shows.
Mark, I too like reading a print transcript if at all possible as I’m a quick reader and always looking to save time which I have way too little of. However, I’ve found that most podcasts, this one included, have settings where they can be played back at 1.5 or even 2.0 normal speed. For me anyway, with just a little practice, I’ve found that I can easily adapt to hearing and understanding just as well at those speeds, you ought to try it!
The impossible turn is the biggest lie ever perpetrated upon aviation. There is no such thing as an “impossible turn.” That being said, there never has been a guarantee as to the outcome of the maneuver regardless of execution.
At 15:50 seconds he talks about flying a standard rate turn. Not a good idea. This low rate of turn significantly increases the radius of turn, distance flown, and time in the turn. This dramatically increases the amount of altitude lost in the turn, as opposed to turning tighter at 25-45 degrees of bank. He mentioned concern about increased stall speed while turning, a valid, but often misunderstood concept. The books tell us that stall speed increases by 20% at 45 degrees of bank, but this ONLY applies to an 45 degree bank, 1.4 G, Level turn (it equally applies to a 12 degree bank, 1.4G climbing turn, or a 60 degree bank, 1.4G descending turn). Stall speed increase is only based upon load factor. Load factor is based upon back pressure (up elevator control), not bank angle. Rolling steeper while keeping load factor low will increase rate of turn, decrease radius, shorten distance flown. Even though the descent rate increases in a steeper bank, low load factor turn, you get around the turn quicker, and lose less altitude, without significantly increasing stall speed.