PSA: Don't be rude on the radio

"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.

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.

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.

"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...

"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.

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

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

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

"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.

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