canasdad has contributed to 33 posts out of 1193 total posts
(2.77%) in 4,894 days (0.01 posts per day).
20 Most recent posts:
I think Mr. Bill late of Wash, DC
answered that question on national TV
Amen, KellyBakst
When instructing in Alaska, no electronics was a required syllabus for survival, since we did not have even VOR or ADF coverage outside of populated areas.
I still remember landing at Santa Paula in the early seventies, and listening to the hangar pilots discussing their haiiest moments while waiting for a friend to pick us up. Losing the VOR or the Localizer in VFR conditions over the Central CA valley was a biggie - I had all I could do to keep from bursting out laughing....
Amen, KellyBakst
When instructing in Alaska, no electronics was a required syllabus for survival, since we did not have even VOR or ADF coverage outside of populated areas.
I still remember landing at Santa Paula in the early seventies, and listening to the hangar pilots discussing their hairiest moments while waiting for a friend to pick us up. Losing the VOR or the Localizer in VFR conditions over the Central CA valley was a biggie - I had all I could do to keep from bursting out laughing....Knowing how to navigate without all of the wonderful electronic gidgets can save your life. There is no substitute for knowing where you are on the map at all times!
[This message has been edited by canasdad (edited 02-19-2001).]
Actually, while better high than low (you did say you knew how to slip the plane) it is better to be right on. A good way to tell while decending straight toward your landing spot at a constant speed about 10 % above stall is by watching what happens to your picked out spot. If it is drifting toward you, you are too high and vice versa. On a perfect approach with no power, the spot will not apear to move, and you will actually touch 200-300foot further down the runway (I'm assuming you are practicing at an airport) than your spot. This is because you will be in ground effect and still have to bleed off your 10% excess air speed. Keep this in mind for an actual emergency power off landing, where you will probably have only a relatively small flat spot in a field to aim for. You will want to use every part of the "runway" to dissipate your forward kinetic energy before you run into some immoveable object.
There is no way to strech a glide if you are low.(remember you have no power) All you can do is pick a new landing (maybe ipmact) spot based on the point that does not appear to move in your sight picture (+2-300 feet).
If you are long, you can do short "s" turns or slip.
Good luck, and keep practicing.[This message has been edited by canasdad (edited 02-05-2001).] [This message has been edited by canasdad (edited 02-06-2001).]
Check out the link to the other thread. The 50 foot off the deck version of this club could be hazardous to your health.... http://208.165.194.174/ubb/Forum2/HTML/000111.html
yea,
That guy will never make it to the mile-high club!
What do you mean, there are no "B" batteries? I have to admit that goes back a long ways, since B batteries supplied B+ ( or anode voltage) for vaccum tubes.....a bit of arcane knowledge. Also a little difficult to find on store shelves.
Merry Christmas & Happy New Year 
While it is true that a 172 won't really spin in a technical sense, because it won't stay in a full stall, it will sure give a good imitation. However most airplanes don't read their FAA certification of what they are permitted to do and will spin anyway. You can get legal spin training in any of a number of docile aircraft, including 152s, Decatholons, etc that are more available and less difficult for the average punch-a-hole-in-the-sky guy.
The main thing is, once you get past the initial phases of flight training and safely have that gold-plated PP ticket in your pocket along with a bit of confidence, it may be time to really get familiar all the phases of your airplane's performance envelope. Most airplanes will spin, some quite readily and violently, and fatal spins still occur at a disgustingly regular rate. I don't know a cure for the enroute-lost-in-the-clouds disorientation version except instrument training including spin recovery on the gauges. However, departure and approach still/spins are very common and sooo preventable......
Back when I was first instructing, the FAA began to discourage the teaching to students of spins, and instead went to spin entries and stall recognition. There was a reason for it. It seems more people were killing themselves practicing spins than died in accidental ones.
Flight instruction was a bit more "macho" then, "if you can't drive a taildragger, you should't be flying" and "why do you think they call it conventional gear" etc. Most of my fellow instructors including me had severe misgivings about dropping spin instruction. Looking back on it, we were wrong. Spin recovery is scary at first, takes some skill to get out of and you really can't get into a spin unless you stall.
So teaching departure and approach stalls and recovery makes sense- for students.
But spins and recovery should be taught at higher levels of pilot instruction. For one thing, it can be fun, and it gives the pilot a much improved sense of flyng the airplane UNDER CONTROL under all conditions. The same is true for trying some "real"short field landings on a back country strip (be sure you aircraft can handle it, etc.
You should never quit learning and improving.
Try suing the government sometime! Lawyers, those fearless workers for truth, justice, and the defense and protection of the innocents, refuse to take cases of even blatent negligence by government agencies on a contingency basis, the only way most people can afford. They arn't guaranteed a hearing in court and don't collect enough.
My daughter was involved in such an action, and after 3+ years, settled for $5K, because she and the only lawyer who was even willing to talk to her, let alone take her case, were tired of fighting it. She was assaulted by a drug crazed patient who attempted to rape her in a Government hospital when 7 months pregnant, while she was visiting with her 2 year old daughter. This guy was a known problem and had been allow to wander the halls. He injured 2 doctors, and 3 nurses when they rescued her. She was injured, almost lost the baby and still has nightmares. The hospital security has not changed.
Still another issue is how will you get along at home. After you tell him he screwed up. And he will. And you will. Most husbands and/or wives shouldn't teach each other how to walk the dog, let alone fly.
Technically,its strictly who gets to log the time (you), but a reality check is "can you be the Pilot in COMMAND" with your husband? This takes a very well trained husband that has read the marriage contract and understands that his basic job description has only 2 main phrases in it:
1) Giver her the check on Payday.
2) Be wrong---
Seriously, there is that extra hesitation in a couple of giving each other orders that the other will instantly obey as they would an instructor that could lead to tension at home and potentially dangerous situations in the air.[This message has been edited by canasdad (edited 09-19-2000).]
I've always kept personal notes in my logbook- about the weather, who I was carrying, the two bears I saw fighting on the ground, or the Canada goose that almost became pate' foi gras in my right prop (missed him!), or what I was practicing.While I had my official entries such as check rides or instrument /night hours in the book and signed if needed, there is no rule that I know of that says you can't write whatever you want in the remarks column.
Its kind of neat 30 years later to open one of my old logs and remember via my notes that I flew with world-famous Bush Pilot Don Sheldon from Talkeetna to Anchorage in his brand new 185 when my wife went into premature labor with our second daughter- he had a bum arm and let me drive. (My wife always accused me of being more interested in the new plane than her labor pains, which was true.)
|
Home
Search
Memberlist
Recent Posts