New season, new procedures

On Dec 3, 7:24*am, Mark IV wrote:
“Warm up the engine at 1,000 to 1,200 rpm unless it’s necessary to
reduce rpm to keep from exceeding the oil pressure redline. As the oil
warms up, the rpm can be increased. Allow plenty of time for the
engine to warm up,” Steven W. Ells advised "

“The system, although simple, does have one major downside. In most
light aircraft installations, because the residual heat from the
exhaust is what powers the cabin heater, a leak in the exhaust system
could mean exhaust coming into the cockpit. And that means carbon
monoxide could be entering as well. Carbon monoxide is an odorless,
colorless gas that can incapacitate pilots and passengers,” Alton K.
Marsh said

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Final exam question of the day:

Question: What is the difference between best rate of climb speed and
best angle of climb speed?

Answer: The best rate of climb speed, also known as VY, provides the
greatest gain in altitude in the least amount of time. The best angle
of climb speed (also known as VX) provides the greatest gain in
altitude over a given horizontal distance. The different airspeeds
that either limit or result in specific aircraft performance are known
as “V speeds”—V for velocity. The different V-speed abbreviations are
listed in the federal aviation regulations under Part 1: Definitions
and Abbreviations.

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Mark IV
Koreans have recently brought out their own vegetarian version of an
instant noodle snack. It’s called Not Poodle.

So you're on the runway accelerating: With no significant crosswind,
if it's a short runway this pilot tends to keep the airplane on the
surface to Vx, then applies back pressure to keep it there until clear
of the threat.

If there's a serious crosswind I keep the wheels on the ground until
I'm sure there's plenty of airspeed, then take it off firmly. By the
way, on a wide runway with a lot of crosswind component start your run
not on the centerline but more to the downwind edge of the runway,
when you're within 10 kts or so of takeoff speed you can take some of
the crosswind component away by turning toward the upwind edge of the
runway. 100 feet of useful runway width (say on one whose paved width
is 150 feet) can really change the relative angle of the wind.

On a longer runway back pressure comes on when airspeed reaches bottom
of the yellow, some of it is released when a/s is at Vx. At 50 feet
or so more back pressure comes off, I trim for Vy, then at 500 feet I
trim for cruise climb and when the airspeed is where I want it I bring
the engine back to 25 square.

How do the rest of you guys in complex singles do it?

On Dec 3, 4:57*pm, a wrote:

[...]

By the
way, on a wide runway with a lot of crosswind component start your run
not on the centerline but more to the downwind edge of the runway,
when you're within 10 kts or so of takeoff speed you can take some of
the crosswind component away by turning toward the upwind edge of the
runway. 100 feet of useful runway width (say on one whose paved width
is 150 feet) can really change the relative angle of the wind.

[...]

Now that's a good common-sense tip that I've
not heard before.

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Mark IV

On Dec 4, 8:54*am, "Mark." wrote:
On Dec 3, 4:57*pm, a wrote:

[...]

By the
way, on a wide runway with a lot of crosswind component start your run
not on the centerline but more to the downwind edge of the runway,
when you're within 10 kts or so of takeoff speed you can take some of
the crosswind component away by turning toward the upwind edge of the
runway. 100 feet of useful runway width (say on one whose paved width
is 150 feet) can really change the relative angle of the wind.

[...]

Now that's a good common-sense tip that I've
not heard before.

---
Mark IV

Something to think about: "the numbers" and "the centerline" are
useful references for CFI's to use when training pilots. As one
becomes more experienced the desired touchdown point on a runway is in
relation to the turn - off you're wanting to use: most of us do that
already. The true sign of a low time or thoughtless or ignorant pilot
is one who touches down within 100 feet of the numbers on a 7000 foot
long runway when the taxiway closest to the FBO desired is at the
other end.

Less appreciated is using the physical width of the runway to one's
advantage. If there's a significant crosswind component my over-the-
ground track is well to the downwind side of a wide runway's
centerline and close to touchdown speed I may turn a little more into
the wind toward the centerline. It's less wear and tear on tires and
more gentle on the airplane. On the other hand, unless you really know
your airplane, don't do it. My M20 and I are good friends, it permits
me to take liberties like these because I know when it's ready to fly
and ready to land.

I'm also the guy who because the Mooney is low wing flies 50 or 100
feet below my assigned altitude as a minor mid-air avoidance
probability reducing technique, ditto being at pattern altitude a mile
or two from the pattern and making minor clearing turns when on the
entry leg at an uncontrolled airport as well: it makes it easier to
see other airplanes higher than me and unlikely to have any lower.

All of these things and countless others probably add up to a
marginally safer flight: at least it's evidence there's some thinking
going on. I don't want to fly 'by rote'.