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Boy that is tough to read. We put notices and warnings all over the website to try to impress on P2s the necessity to get the proper instruction before flying and prevent accidents like this. Hope he recovers.
Any details on what caused the accident?
Mark Hoffman and Ed want to to try it out so far, I’ll be there after the 18th, bring it then.
John
18 is open.
I was there. Didn’t see it, but I heard the impact he describes and called 911. Took about 4 tries to get through at launch, Verizon kept dropping the call. Finally got a call that didn’t drop. I was about to get in the car and drive toward the fire station to get signal.
Very glad to hear that he is recuperating well.
Anyone driven up the mountain now that they are using the follow-me car? How long was the delay?
I agree with option 8. I am not saying I am prescient, but I wrote in that exact thing the day the vote opened.
I also like the work that Mitch, Dusty and Marcello did for free. Although not free, their time has value.
Billie, As a lifelong modeler I would like to say yes, but as I described in my Safety Bulletin, the intermingling of requirements and liability between the AMA, the FAA, and the RRRG because of the last ten year’s history with drones just makes it untenable to fly models at AJX now.
John Benario
Safety Director CSS
RC Modeler helicopter columnist 1990-2005
There was typo there from the copying, I assume.
9. We will get a loan for this. The structure will be built only when sufficient funds are amassed. We cannot afford to pay interest, especially with out low membership rates.
This should be “We will NOT get a loan.”
I’m in full agreement. I paid Tim for a day to critique my landings. We did a bunch of launches. 14-16? Definitely learned some pointers from him.
It isn’t allowed to camp in any random Federal park area, I don’t think. Should the Park Rangers for SB National Forest be called?
Thank you both.
John
Very readable. I like it.
The arrival is called an RNAV arrival. We have to use RNAV to follow it. RNAV is a combination of GPS and INS, so they can check on each other. The path accuracy of the RNAV system and the autopilot is about .05 (!) nautical miles. Yes, it is that good. Most pilots are not going to be hand flying on the arrival, so the path accuracy is basically dead on. However, once cleared for a visual, then maybe hand flying, maybe landing gear down to come down faster, turn away before turning back toward ONT as in Mark’s picture. I think you can assume no one is going to be turning toward ONT off the STAR because it is hard to come down fast enough if you shorten the path.
ATC can turn us east at any time for spacing.
The most objective question I think from Gary above is where do they clear us for a visual? Any time after the dogleg at hitop I think is realistic answer. Since the weather is good most days, it never rains in southern Ca…., most approaches are visuals, that is why the airplanes are below the altitudes and MEAs specified on the STAR.
I think David’s path is right on. since I was sitting on the left, and I could look down and see launch, that means the airplane was in between BB and CL.
Jonathon pointed out something to add. The airliners are not guaranteed to be on that particular path. Sometimes we are vectored off path for spacing reasons, or more frequently, once you are cleared for a visual approach you can do whatever you want. Come down quickly, veer away from the Ontario if you need more time to come down, turn directly toward Ontario if you are coming down fast enough.
In Mark’s picture the airplane veering left is probably to give themselves more time to come down.
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