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#141
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![]() "Matt Whiting" wrote in message ... So if airport A has a runway that is perfectly aligned to airport B which is 100 miles distant and I fly directly from airport B to airport A (into the wind so I'm landing on the appropriate runway without turning), that means I'm on final the entire trip? Yes. |
#142
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I know. Slow day here. getting ready to storm like hell and I have 2 huge
filet mignons and veggies to match all oiled and marinated and readied up for the grill. A big CB has been sitting right over our heads for a few hours now and I've been bored to tears waiting for it to blow over. It's either post to the Butthead or eat the stuff raw. Dudley Henriques Yeah, me too. I'm getting ready for a party at my place in a few hours. Right now I'm just sitting here on a floaty in my pool, drinking some Hennessy, watching some topless chicks play water volleyball. I don't wonder fort;liur;qwrejt oops one of the topless chicks just accidently hit the volleyball over here and it hit my keyboard. I think she's just mad because I wouldn't give her a backrub. Anyways, I'm just posting here to keep myself busy between watching my multi-million dollar stocks go up on my laptop, and avoiding calls on my razr from my sycophant friend Lindsay Lohan. I'm bored out of my mind here too. It's either talk to Doody Henjerkaids here, or answer my phone. |
#143
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On May 12, 2:01 pm, "Dudley Henriques" wrote:
"buttman" wrote in message oups.com... Actually, what it means is that I don't believe you are a CFI at all, or if you are, a very bad one, and that if you and I tangle again, it will be on the student newsgroup where I have an active interest in flight safety. Dudley Henriques No, it means you ran out of straw man arguments so you're pathetically taking your ball and going home. Whatever. As long as you promise to not reply to any of my postings then thats best for both of us. Oh, I'll be around :-)) You have a nice day Dudley Henriques Oh and for the record, YOU'RE the one who had to break down this discussion with your silly personal attacks. Don't act all high and mighty. I'm still waiting for rebuttals, if you have any. |
#144
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![]() "Dudley Henriques" wrote in message ... PLEASE! Do I REALLY have to reiterate to you that pulling a fuel valve on a student on takeoff is poor technique for a flight instructor dealing with a student..... Only for crack-heads like this guy... "buttman" wrote in message ups.com... |
#145
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![]() "B A R R Y" wrote in message ... On Sat, 12 May 2007 09:30:58 -0400, "Dudley Henriques" wrote: With a wide and long runway 50 feet below you, what would you need the power for? When at a high AOA at Vx? G At night...in IMC....when you have a head cold... A stall @ 50 feet would really, really hurt. Silly person. |
#146
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buttman wrote in
ups.com: On May 12, 2:01 pm, "Dudley Henriques" wrote: "buttman" wrote in message oups.com... Actually, what it means is that I don't believe you are a CFI at all, or if you are, a very bad one, and that if you and I tangle again, it will be on the student newsgroup where I have an active interest in flight safety. Dudley Henriques No, it means you ran out of straw man arguments so you're pathetically taking your ball and going home. Whatever. As long as you promise to not reply to any of my postings then thats best for both of us. Oh, I'll be around :-)) You have a nice day Dudley Henriques Oh and for the record, YOU'RE the one who had to break down this discussion with your silly personal attacks. Don't act all high and mighty. I'm still waiting for rebuttals, if you have any. Shrieeeek Shrieeeek **** moan bithc whine whine whine.. bertie |
#147
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buttman wrote in
oups.com: I know. Slow day here. getting ready to storm like hell and I have 2 huge filet mignons and veggies to match all oiled and marinated and readied up for the grill. A big CB has been sitting right over our heads for a few hours now and I've been bored to tears waiting for it to blow over. It's either post to the Butthead or eat the stuff raw. Dudley Henriques Yeah, me too. I'm getting ready for a party at my place in a few hours. Right now I'm just sitting here on a floaty in my pool, drinking some Hennessy, watching some topless chicks play water volleyball. oow, you should write to Penthouse, quick! Bertie |
#148
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buttman wrote:
'Safe' is a relative term. What is exactly does 'safe' begin and end? You admit that a practice engine failure on takeoff is perfectly safe when done by closing the throttle. The only difference between pulling the throttle instead of the gas valve means you have power if you need it. With a wide and long runway 50 feet below you, what would you need the power for? I admit there could be a perfectly good reason why you losing that ability to add back power could result in an accident, but I haven't heard it. Hi Buttman, I'm not a CFI but and I can think of many good reasons why not having power on tap from a glide approach _is_ a _real_ safety issue. Are you saying that as a CFI you don't think it possible that (in an instructing situation) you will suddenly need to shove the throttle in and initiate a go-around? How many times have you had to add power to control a balloon? What if you suddenly need to go around? What if the engine takes 30s to cut out -where are you then? Think about your human factors, cool off and, as I've said before, take it in the chin. I'm sorry, but even with my very limited knowlege I can see where you are wrong. Why not say 'mea culpa' and agree with your protagonists -I would certainly respect a CFI more who can admit his mistakes (after all, aren't all good pilots learning?). I'm learning a lot by listening and evaluating responses here -I hope you can too! Cheers MarkC |
#149
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![]() "Steven P. McNicoll" wrote in message hlink.net... "Allen" wrote in message t... I don't agree with you. If you are aligned with the landing area but still 20 miles out you are enroute, not on final. Your disagreement alters nothing. Your saying so does not make it true. |
#150
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gatt wrote:
Is that really a stupid instructor trick at altitude? My first instructor did it during our first cross country work--"Oops. I wonder how that happened?" Later he said he did it because the examiner would do it on the checkride. In fact, when the examiner did it on the checkride I reflexively checked the fuel lever first. When I took my PP-ASEL checkride (in 1996) my DE told me that they don't do that anymore because of the risk of not being able to restart the engine. I've always practiced engine out procedures by pulling the throttle to idle. On my checkride, the DE didn't even do that. He said something to the extent: "I'm not going to actually do a simulated engine out, but if your engine quit right now, what would you do?" I then went through the procedures with him without actually flying it. He was satisfied. I asked him why he didn't want to even simulate the engine out and he replied with "why take the chance on creating a real emergency? If you can fly the airplane and you know what the emergency procedures are, you can fly them. I don't need you to actually do it to show you can." Which makes sense. Interestingly, I was getting checked out in a new airplane a couple of months ago and the instructor I was flying with had a friend with a private grass strip near our practice area. When we did emergency procedures, he had me use the grass strip as my "field" so we could take it all the way to the ground. That was the first time I've done that outside of a normal airport environment. It added a lot of realism to the maneuver because I didn't have to artificially fly a pattern first and had a realistic evaluation of my approach to the field. Most simulated engine out practicing ends 500' above the ground. While that is generally enough to know whether or not you will make the field you picked, it's nice to actually prove it. I think this approach is *far* more useful than killing the engine to "simulate" an engine out. I've had an actual engine out in flight and the difference between that and having the throttle at idle was unnoticeable (at least until I went to add power, which is how I found out my engine was dead). Instructors who feel that it is necessary to actually kill the engine don't really understand the point of the maneuver: it's about the approach and landing procedure, not the attempt to restart a dead engine in flight. The restart portion of the maneuver is stepped through so in a real engine out situation the pilot knows what to do, but the main thing is to make sure the pilot can safely land the plane if the engine doesn't restart. Anybody go through an emergency checklist to switch fuel tanks, turn on boost pumps and carb heat, or check the position of a mag switch. The skill is flying the airplane at best glide, finding a suitable field, and then getting there. -m -- ## Mark T. Dame ## CP-ASEL, AGI ## insert tail number here ## KHAO, KISZ "I've got a very bad feeling about this." -- Star Wars: Han Solo |
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