Flying Slow

I've heard of CFI's who cannot identify the magnetos. That's just sad.

mike regish

"Gary G" wrote in message
...

Anectodally, Israeli AF pilots learn about systems and engineering of
their jets and planes
to better understand the entire aspect of flying. In a marginally humerous
story (from
"Raid on the Sun"), when the Israeli's were learning the F-16 at Hill AFB
in Ogen Utah,
they asled so many engineering and systems questions, some suspected them
of attempted
espionage, when in fact they were literally just doing things the "way
they learned to".
This helped them later modify and affect the Falcons for their raid on the
Iraqi nuclear plant.
Interestingly enough, many of their question could not be answered by the
USAF pilots and
trainers, and ended up learning a lot of important aspects of the F-16
from the Israelis.
The analogy? Is there such a things as "over preparation"?
Were they better pilots for this. I'd argue yes.

Does that Cub have drooped ailerons?

It has drooped wingtips and regular flaps. Notice how he dumps the flaps
just before touchdown.

Jim

Good for you, Gregg! I did the same thing as I figured the FAA were
dificient in not requiring it. It was the best thing I ever did. It
eliminated a fear of an unknown which, up until that point had been the
aviation equivelant of a big black box marked "DEATH". After the my first
spin with an instructor I knew they could be handled properly - I just had
to learn how. I spin the Pitts on a regular basis now, just to stay in
practice.

As to what you can and can't spin and why, if the placard says "Intentional
Spinning Prohibited" don't spin it. If no placard, read the POH and see
what it says. If it's allowed, learn how to spin it, whatever "it" is.

My .02 worth

Shawn
"gregg" wrote in message
...
wrote:

S&B,

Gregg
Back 25 years ago, the gyros would tumble at extreme attitudes which
caused undue wear and tear on them...thus, the avoidance of regular
spins and training. Now the gyros are much more advanced and can
withstand the attitudes without tearing them up. Oddly enough, they are
now called Non-Tumble gyros.....

Ah I see. Thanks for the explanation.

It has been my experience flight schools avoid the spin training
because they have few who are capable of doing it safely or their
insurance company precludes it. Might be a combination of the two but I
think its more the lack of ability or perhaps fear? on the part of the
CFI's. Even the schools who had the C150 "Aerobat" only had one or two
CFI's who were allowed to do spins with them. I thnk its a damned
shame.

Not sure of the reason, around here, though there are heavy discussions
about it in various flying magazines. One was in the AOPA Flight Training
mag in the latter half of last year. Sometimes the debate gets heated, in
the newsgroups.

But I figured if I wasn't going to get it for my PPL training I'd go out
and get it for myself. So I did.


thanks

Cheers
Ol S&B

--
Saville

Replicas of 15th-19th century nautical navigational instruments:

http://home.comcast.net/~saville/backstaffhome.html

Restoration of my 82 year old Herreshoff S-Boat sailboat:

http://home.comcast.net/~saville/SBOATrestore.htm

Steambending FAQ with photos:

http://home.comcast.net/~saville/Steambend.htm

In a similar vein, I've got a mate who, when the wind is high enough and
from the right direction, will land our Taylorcaft ACROSS the runway. He
often has enough room to take back off again from the same point without
reversing. Mind you, the Tcraft stalls at about 35 mph.

Shawn
wrote in message
oups.com...
What is fun is using that same set of conditions, and landing with
virtually zero ground roll. I've won more than a few beers that I could
land and stop short within the wingspan of the airplane (C150-172).
Selway Kid

"ShawnD2112" wrote in message . uk...
In a similar vein, I've got a mate who, when the wind is high enough and from the right direction, will land our
Taylorcaft ACROSS the runway. He often has enough room to take back off again from the same point without reversing.
Mind you, the Tcraft stalls at about 35 mph.



That runway is really short....yea, but it is also really, really wide!

Ol,
I agree completely with what you're saying and it's a lesson I accidentally
learned way back in my basic training in C150s. While doing touch and goes
one day, the flap indicator decided to go on vacation and, if you remember,
the 150s didn't have a stepped switch so you held the toggle in "down" until
the flaps were where you wanted them then released the switch. I started to
drop the flaps and I knew that at 20 degrees the airplane gave a certain
creak and the attitude changed just so. When the airplane did these things,
I released the switch. Unbeknownst to me, the indicator had come back to
life and, flying it only by feel, I'd nailed 20 degrees smack on! That's
when I learned that you can actually fly airplanes by feel and get it pretty
darn close.

Flying a Supercub pretty regularly, I then learned how to fly it without
needing to refer to the tacho or airspeed indicator. I always did as a
double check, but I'd make the adjustment by ear while looking outside at
what I was doing, then just dip my eyes to the instrument to double check.
Nine times out of ten, you're going to get it close enough when you know the
airplane. It's a fun and rewarding way to fly when you suddenly realize
you're almost breathing with the machine!

Shawn





wrote in message
oups.com...
Trent
You'd be surprised how many pilots have never tried flying without the
ASI. I often cover it up and assign a speed to show them they can get
pretty close (within 5) just by sound. I learned that from my primary
instructor in the 50's. Later I tried the same thing with the altimeter
in the pattern and was quite surprised at how close you can get there
too.
No reason not to learn something new all the time and add it to your
bag of tricks and skills. Never know when it might save your life?!
Enjoy your flying time. Nothing else like it and you are part of a very
special group of people.
Cheers
Ol S&B

"ShawnD2112" wrote in message
. uk...
In a similar vein, I've got a mate who, when the wind is high enough and
from the right direction, will land our Taylorcaft ACROSS the runway. He
often has enough room to take back off again from the same point without
reversing. Mind you, the Tcraft stalls at about 35 mph.


So what does his pattern look like? Missing one leg, or adding a buttonhook
turn?
--
Jim in NC

ShawnD2112 wrote:


As to what you can and can't spin and why, if the placard says
"Intentional
Spinning Prohibited" don't spin it. If no placard, read the POH and see
what it says. If it's allowed, learn how to spin it, whatever "it" is.

That's my plan. Can't spin the Warrior so for now I'll have to limit it to
the 152. I started getting a taildragger endorsement a month ago but gave
it up as the weather was just too unpredictable for the J-3.

So I'll pick that back up in the Spring. From there it'll be aerobatics.

Til then..I have lots of work to do in the Warrior.

thanks for the $.02 ;^)

Gregg


My .02 worth

Shawn
"gregg" wrote in message
...
wrote:

S&B,

Gregg
Back 25 years ago, the gyros would tumble at extreme attitudes which
caused undue wear and tear on them...thus, the avoidance of regular
spins and training. Now the gyros are much more advanced and can
withstand the attitudes without tearing them up. Oddly enough, they are
now called Non-Tumble gyros.....

Ah I see. Thanks for the explanation.

It has been my experience flight schools avoid the spin training
because they have few who are capable of doing it safely or their
insurance company precludes it. Might be a combination of the two but I
think its more the lack of ability or perhaps fear? on the part of the
CFI's. Even the schools who had the C150 "Aerobat" only had one or two
CFI's who were allowed to do spins with them. I thnk its a damned
shame.

Not sure of the reason, around here, though there are heavy discussions
about it in various flying magazines. One was in the AOPA Flight Training
mag in the latter half of last year. Sometimes the debate gets heated, in
the newsgroups.

But I figured if I wasn't going to get it for my PPL training I'd go out
and get it for myself. So I did.


thanks

Cheers
Ol S&B

--
Saville

Replicas of 15th-19th century nautical navigational instruments:

http://home.comcast.net/~saville/backstaffhome.html

Restoration of my 82 year old Herreshoff S-Boat sailboat:

http://home.comcast.net/~saville/SBOATrestore.htm

Steambending FAQ with photos:

http://home.comcast.net/~saville/Steambend.htm


--
Saville

Replicas of 15th-19th century nautical navigational instruments:

http://home.comcast.net/~saville/backstaffhome.html

Restoration of my 82 year old Herreshoff S-Boat sailboat:

http://home.comcast.net/~saville/SBOATrestore.htm

Steambending FAQ with photos:

http://home.comcast.net/~saville/Steambend.htm

I think when you're doing those kinds of things you're not really working a
standard pattern. Mind you, he's very careful about what other traffic is
in the area.

We used to do a competition on really quiet summer evenings when the wind
dropped to near-zero and there wasn't a soul around but us. Our airport has
10 runways (3 hard, 2 grass, both ways) and we used to see how fast we could
touch and go on all 10. I think we got it down to about 2 mins. Now that
was great fun!!

Shawn

"Morgans" wrote in message
...

"ShawnD2112" wrote in message
. uk...
In a similar vein, I've got a mate who, when the wind is high enough and
from the right direction, will land our Taylorcaft ACROSS the runway. He
often has enough room to take back off again from the same point without
reversing. Mind you, the Tcraft stalls at about 35 mph.


So what does his pattern look like? Missing one leg, or adding a
buttonhook
turn?
--
Jim in NC

My pleasure. It sounds like you're getting into exactly my kind of flying.
I just found a niche with vintage taildraggers and aerobatics. I don't
have any interest in flying anything with "systems", no interest in IFR,
hell even flaps are too complicated for me at this point. I like my
airplanes low, slow, and old. But that's just me. You'll find the kind of
flying you really want to do, and it sounds like you've got a real head
start. Keep it up! The J-3, by the way, is a wonderful little machine.
See if you can get any Taylorcraft time while you're at it!

Shawn

"gregg" wrote in message
...
ShawnD2112 wrote:


As to what you can and can't spin and why, if the placard says
"Intentional
Spinning Prohibited" don't spin it. If no placard, read the POH and see
what it says. If it's allowed, learn how to spin it, whatever "it" is.

That's my plan. Can't spin the Warrior so for now I'll have to limit it to
the 152. I started getting a taildragger endorsement a month ago but gave
it up as the weather was just too unpredictable for the J-3.

So I'll pick that back up in the Spring. From there it'll be aerobatics.

Til then..I have lots of work to do in the Warrior.

thanks for the $.02 ;^)

Gregg


My .02 worth

Shawn
"gregg" wrote in message
...
wrote:

S&B,

Gregg
Back 25 years ago, the gyros would tumble at extreme attitudes which
caused undue wear and tear on them...thus, the avoidance of regular
spins and training. Now the gyros are much more advanced and can
withstand the attitudes without tearing them up. Oddly enough, they are
now called Non-Tumble gyros.....

Ah I see. Thanks for the explanation.

It has been my experience flight schools avoid the spin training
because they have few who are capable of doing it safely or their
insurance company precludes it. Might be a combination of the two but I
think its more the lack of ability or perhaps fear? on the part of the
CFI's. Even the schools who had the C150 "Aerobat" only had one or two
CFI's who were allowed to do spins with them. I thnk its a damned
shame.

Not sure of the reason, around here, though there are heavy discussions
about it in various flying magazines. One was in the AOPA Flight
Training
mag in the latter half of last year. Sometimes the debate gets heated,
in
the newsgroups.

But I figured if I wasn't going to get it for my PPL training I'd go out
and get it for myself. So I did.


thanks

Cheers
Ol S&B

--
Saville

Replicas of 15th-19th century nautical navigational instruments:

http://home.comcast.net/~saville/backstaffhome.html

Restoration of my 82 year old Herreshoff S-Boat sailboat:

http://home.comcast.net/~saville/SBOATrestore.htm

Steambending FAQ with photos:

http://home.comcast.net/~saville/Steambend.htm


--
Saville

Replicas of 15th-19th century nautical navigational instruments:

http://home.comcast.net/~saville/backstaffhome.html

Restoration of my 82 year old Herreshoff S-Boat sailboat:

http://home.comcast.net/~saville/SBOATrestore.htm

Steambending FAQ with photos:

http://home.comcast.net/~saville/Steambend.htm