On Wed, 11 Jul 2007 09:16:09 -0700, wrote:

On Jul 7, 8:46 pm, "Peter Dohm" wrote:
"Vaughn Simon" wrote in message

...



wrote in message
oups.com...

Thanks in advance for the help

I can't help you on the specific article (I would like to see it
myself).
Remember that Energy = MV^2, and the landing ain't
over until all of that energy
has somehow been dissipated. ...

... You will quickly discover that ten knots one way or the other
makes a heluva difference. ...

This is why the Sport Pilot regulations limit both
gross weight and stall
speed... to limit the landing energy the pilot must deal with.

...

Presuming, of course, that the plan is to crash--which has been one of my
biggest criticisms of both Ultralight Vehicles and LSA from the beginning.

OTOH, other things being equal, higher landing speed also equates to greated
crosswind capability. Given excellent pilot proficiency, 10 knots change in
landing speed means up to 4 knots change in maximum crosswind

I like that "up to" which means from nothing to the max of 4. IOW a
faster landing speed gives no guarantee of being able to handle more
cross wind component. How much cross wind can an F-16 handle?


component--which is also a heluva difference!


OTOH if it is low enough you never have to do a cross wind landing...