Believe it or not, there are two Rochesters in NY. The older, smaller one is quite near me: https://en.wikipedia.org/wiki/Rochester,_Ulster_County,_New_York
Evidently there are two Rochesters in England also – one in Kent and one in Northumberland.
Just be glad you didn't go to Clarkson...
Speaks well of fuel tank integrity, assuming the accident was not due to lack of fuel.
Any chance of calculation/ EFIS recording of what might have been in the tanks at around the time of the accident?
They already are there and in the EFIS on these aircraft low G warnings would have come up starting at 0.7 Gs as wellAfter reading the posts, and this having NOTHING to do with either accident, I wonder if range markings on a rotor tach, green and red for example might be worthwhile. Perhaps , a low rotor rpm warning light similar to an fixed wing stall warning might be worthwhile ? Both with low time pilots in mind.
Generally I am of the same mindset. I look for simplicity in systems when it comes to VFR flying. I do not understand why people who are the least likely to be very tech savvy (read older pilots) want to get the most complex EFIS systems that do a thousand things. In my experience I have never seen it work to their benefit overall in airplanes, trikes or gyroplanes. Usually it results in frustration more than anything else.Keep it simple is my opinion, teach the student or converting pilot well, no need for over complex devises and alarms.
Yes in a Heli low Rrpm warning is diffrent because you are in control during flight in a gyro once your flying that takes care of itself, less is more sometimes in flying
It is rarely the 1000 things available that are wanted, and, you speak as a person who seems relatively unacquainted with flying with EFIS.I do not understand why people who are the least likely to be very tech savvy (read older pilots) want to get the most complex EFIS systems that do a thousand things. In my experience I have never seen it work to their benefit overall in airplanes, trikes or gyroplanes. Usually it results in frustration more than anything else.
It is rarely the 1000 things available that are wanted, and, you speak as a person who seems relatively unacquainted with flying with EFIS.
On a machine that has a one hour duration, not intended for cross country, or operating in relatively uncluttered airspace with few or no zonal restrictions, you have a relevant point. Not however, when operating in complex airspace, with heavier traffic concentrations...and as for weather awareness, on longer flights than an hour in any direction it becomes increasingly valuable.
As for 'tech savvy’, operating a system that has been set up, and that has been pruned of all unnecessary features, gives a much greater situational awareness in position, traffic proximity, and relevant weather, and, is a little different to having to install these systems oneself where different skill set becomes necessary.
How many/what percentage, of your high end AR’s have at least some form of EFIS installed?
Since we are quoting figures dug out the log book. Accepted a Citation V in Wichita with EFIS on 10th Dec 1989 to fly to Saudi Arabia and at the time had 12,600hrs. So around 4,400hrs of various other types of EFIS in various other a/c types, flying globally over the next 14 years. Am acquainted with various types of EFIS and what they offer.I have flown more EFIS than I can count on my fingers. Probably 2500 hours of EFIS flying.