About Stall Psychology and Pilots

"Ken S. Tucker" wrote in news:91159c92-dd52-4dbd-
:

On Feb 25, 9:33 am, wrote:

I didn't think

Dan, I agree with that.

you had any licenses. You either never earned one, or
they took it from you because you were a menace to everyone.

When I got my license, I did of course read the
Aeronautical Act (canux), and there were no
circumstances to have the license revoked.
Go read the Act sonny, and get back to us.
Ken
PS: You don not understand the system.


So now we know. A Cheerios lah-since is bulletproof.


Bertie

On Feb 25, 11:23 am, "Ken S. Tucker" wrote:
On Feb 25, 9:33 am, wrote:

I didn't think

Dan, I agree with that.

you had any licenses. You either never earned one, or
they took it from you because you were a menace to everyone.

When I got my license, I did of course read the
Aeronautical Act (canux), and there were no
circumstances to have the license revoked.
Go read the Act sonny, and get back to us.
Ken
PS: You don not understand the system.

No, YOU don't know anything.

If we have a look at the Aeronautics Act at
http://www.tc.gc.ca/civilaviation/Re...ct/Nov2007.htm
we will see this little item:

6.8 In addition to any grounds referred to in any of sections 4.4,
6.71, 6.9 to 7.1 and 7.21, the Minister may suspend, cancel or refuse
to issue, renew or amend a Canadian aviation document in the
circumstances and on the grounds prescribed by regulation of the
Governor in Council.

And if we have a look at the Canadian Aviation Regulations, referred
to above by "regulation of the Governor in Council" he

http://www.tc.gc.ca/CivilAviation/Re...103.htm#103_01

We will read thus:

103.06 (1) A notice issued by the Minister pursuant to subsections
6.9(1) and (2) of the Act shall include

(a) a description of the particulars of the alleged contravention;

(b) where the Minister has decided to suspend the Canadian aviation
document, a statement of the duration of the suspension; and

(c) a statement that a request for review by the Tribunal does not
operate as a stay of the suspension or cancellation but that an
application may be made in writing to the Tribunal, pursuant to
subsection 6.9(4) of the Act, to stay the suspension or cancellation
until the review of the decision of the Minister has been concluded.

(2) A notice issued by the Minister pursuant to subsections 7(1) and
(2) of the Act shall include

(a) a statement of the effective date of the suspension;

(b) a statement of the conditions under which the suspension is
terminated; and

(c) a statement that a request for review by the Tribunal does not
operate as a stay of the suspension.

(3) A notice issued by the Minister pursuant to subsections 7.1(1) and
(2) of the Act shall include

(a) where the Minister has decided to suspend or cancel a Canadian
aviation document, a statement of the effective date of the suspension
or cancellation;

(b) where the Minister has decided to suspend the Canadian aviation
document, a statement of the duration of the suspension or the
conditions under which the suspension is terminated; and

(c) a statement that a request for review by the Tribunal does not
operate as a stay of the suspension, cancellation or refusal to renew.

(4) A notice issued by the Minister under subsection 6.71(2) of the
Act informing an applicant or an owner or operator of an aircraft,
aerodrome, airport or other facility of the Minister's decision made
under subsection 6.71(1) of the Act to refuse to issue or amend a
Canadian aviation document in respect of the aircraft, aerodrome,
airport or other facility shall be in the form set out in Schedule I
to this Subpart.
(amended 2004/05/11; no previous version)

Administrative Grounds for Suspension, Cancellation or Refusal to
Renew

103.07 In addition to the grounds referred to in Sections 6.9 to 7.1
of the Act, the Minister may suspend, cancel or refuse to renew a
Canadian aviation document where

(a) the Canadian aviation document has been voluntarily surrendered to
the Minister by its holder;

(b) he Canadian aviation document has been mutilated, altered, or
rendered illegible;

(c) the aircraft in respect of which the Canadian aviation document
was issued has been destroyed or withdrawn from use; or

(d) the commercial air service, other service or undertaking in
respect of which the Canadian aviation document was issued has been
discontinued.

In Canada, Ken, "cancellation" means revocation. Lost
forever.

I still believe you don't have any licenses.

Dan

"Ken S. Tucker" wrote in news:1d524c70-22a0-483c-
:

Sorry Dan, you don't know how to land aircraft,
most pilots don't so don't feel like your centered
out.
I find the C152 a bit better than the C150, I guess
cuz a bit more engine weight in the nose, subtle
shift in CG vs CL, you know.

So go over the numbers and do the flare + pitch.
The horny should be going, and pull the yoke
back easy to maintain a constant horny.

Yangooooo.....listen....

Then nudge yoke foward. If the landing is super
you can't even feel the nose wheel touching
down.
((I know about porposing, if the landing sucks
then hit the throotle, SOP)).

You know what your problem is Dan, your a
loser, you've never do a fantastic landing in
your life, if you ever have done one you'd
know what we're talking about.
Best Landings though...
Ken


Wow. We should bottle this.


Bertie

"Ken S. Tucker" wrote in message
...

Yangooooo.....listen....

Then nudge yoke foward. If the landing is super


Why would you have to "nudge" the yoke forward unless you're carrying too
much airspeed? In a proper Cessna 152 landing, you're pulling the yoke
back as you bleed off airspeed in order to ease the nosewheel down. There's
no forward nudging. The nose is going to come down eventually no matter
what.

Previously you wrote:

At the moment before touch-down push the yoke easy forward and I do a 3
point landing

That puts undue stress on the nosewheel, especially in a soft-terrain
environment. Published procedure is to hold the nosewheel off for as long
as possible (which is done by pulling back on the yoke) and ease it to the
ground as gently as possible.

-c

"gatt" wrote in
:


"Ken S. Tucker" wrote in message
.
..

Yangooooo.....listen....

Then nudge yoke foward. If the landing is super


Why would you have to "nudge" the yoke forward unless you're carrying
too much airspeed?


To recover from th eflat spin you did on approach , of course.



Bertie

"Bertie the Bunyip" wrote in message
...

Then nudge yoke foward. If the landing is super


Why would you have to "nudge" the yoke forward unless you're carrying
too much airspeed?

To recover from th eflat spin you did on approach , of course.

Oh, yes, how could I forget?

Whenever I do a flat spin on approach, I just cover my hands and scream.
Alternatively, if you throw in full power at exactly the right moment,
hey... 3 point landing!



-c

"gatt" wrote in news:13ruaeoim1cnn06
@corp.supernews.com:


"Bertie the Bunyip" wrote in message
...

Then nudge yoke foward. If the landing is super


Why would you have to "nudge" the yoke forward unless you're carrying
too much airspeed?

To recover from th eflat spin you did on approach , of course.

Oh, yes, how could I forget?

Whenever I do a flat spin on approach, I just cover my hands and scream.
Alternatively, if you throw in full power at exactly the right moment,
hey... 3 point landing!


I'm looking forward to seeing him perform on the airshow circuit.


bertie

Bertie the Bunyip wrote:
"gatt" wrote in news:13ruaeoim1cnn06
@corp.supernews.com:

"Bertie the Bunyip" wrote in message
...

Then nudge yoke foward. If the landing is super

Why would you have to "nudge" the yoke forward unless you're carrying
too much airspeed?
To recover from th eflat spin you did on approach , of course.
Oh, yes, how could I forget?

Whenever I do a flat spin on approach, I just cover my hands and scream.
Alternatively, if you throw in full power at exactly the right moment,
hey... 3 point landing!


I'm looking forward to seeing him perform on the airshow circuit.


bertie

Bite your tongue!!! :-))

--
Dudley Henriques

On Feb 22, 10:20 am, "gatt" wrote:
"Ken S. Tucker" wrote in ...

Yangooooo.....listen....

Then nudge yoke foward. If the landing is super

Why would you have to "nudge" the yoke forward unless you're carrying too
much airspeed? In a proper Cessna 152 landing, you're pulling the yoke
back as you bleed off airspeed in order to ease the nosewheel down. There's
no forward nudging. The nose is going to come down eventually no matter
what.

Previously you wrote:
At the moment before touch-down push the yoke easy forward and I do a 3
point landing

That puts undue stress on the nosewheel, especially in a soft-terrain
environment. Published procedure is to hold the nosewheel off for as long
as possible (which is done by pulling back on the yoke) and ease it to the
ground as gently as possible.

FWIW, I definitely agree, I'm talking about hitting pavement.
It's the ground-effect that can keep the plane floating, that
is a mysterious effect (not really well understood) that does
happen at landings, but can be used to advantage, if you're
not a *fraidy cat*.
Once the rolling air from ground effect is achieved, a new
dynamic is effective. Of course that "rolling air" needs AoA
to be maintained, so nudging forward kills the "ground effect"
and you're very near a 3 point landing.
Maybe you guys want to analyse "ground effect lift".
Ken

Ken S. Tucker wrote:
On Feb 22, 10:20 am, "gatt" wrote:
"Ken S. Tucker" wrote in ...

Yangooooo.....listen....
Then nudge yoke foward. If the landing is super
Why would you have to "nudge" the yoke forward unless you're carrying too
much airspeed? In a proper Cessna 152 landing, you're pulling the yoke
back as you bleed off airspeed in order to ease the nosewheel down. There's
no forward nudging. The nose is going to come down eventually no matter
what.

Previously you wrote:
At the moment before touch-down push the yoke easy forward and I do a 3
point landing
That puts undue stress on the nosewheel, especially in a soft-terrain
environment. Published procedure is to hold the nosewheel off for as long
as possible (which is done by pulling back on the yoke) and ease it to the
ground as gently as possible.

FWIW, I definitely agree, I'm talking about hitting pavement.
It's the ground-effect that can keep the plane floating, that
is a mysterious effect (not really well understood) that does
happen at landings, but can be used to advantage, if you're
not a *fraidy cat*.
Once the rolling air from ground effect is achieved, a new
dynamic is effective. Of course that "rolling air" needs AoA
to be maintained, so nudging forward kills the "ground effect"
and you're very near a 3 point landing.
Maybe you guys want to analyse "ground effect lift".
Ken

Good Grief!!

I swear you're turning me into Charlie Brown, Ken.
:-)

--
Dudley Henriques