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#1
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Dudley
Of course not. Your points are well taken. Why not take a hard look at my point of view as well? I still think too many pilots simply are afraid of working in the low airspeed region where most accidents are developed and happen. Forget the high performance aircraft that you are fond of and think of the low speed stuff that most of the pilots here fly. Why are there stall/spin accidents? Because the pilots didn't know how to fly in the low speed region and got crossed up. Was it because of cruise speed? Nope. It was in the pattern and misuse of speed or at least lower speeds. How about running out of runway? A blown approach due to excess speed and unable to make the first 1/3 of the runway (assuming it is shorter than 5000'). I'll still maintain, most modern pilots don't know how to fly at the lowest range of their aircraft envelope and that is a major contributor to accidents. Best Professional Regards Rocky |
#3
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Want to break their excessive speed habits?
Take them to a 1000 - 1500 grass strip and watch how long it takes them to learn that their choices are slow down or crash long. wrote: The biggest flaw I have seen in modern pilots is speed control and right behind that is not knowing how to use rudder/aileron coordination for landings. It continually amazes me at the lack of skill or even knowledge of CFI's when it comes to slips with any degree of accuracy. It all seems to be very pedantic with little or no pilot skills involved. I am continually reminded of that when I fly with pilots who have gotten their certificates in the past 15 years or so. |
#4
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JS
You make me smile with that one! So many of the strips I have worked from are about 1200' and require reduced loads which is why I hate them. One I worked on in Egypt -300 meters - had corn growing at each end. As the corn grew it caused my wheels to drag through the tops. I've got some pics where you can see the strips where my gear trimmed the corn through the season! the landings never bothered me since you seldom need more than 500' for rollout. Regards Selway Kid (from the Selway Bitterroot Wilderness) |
#5
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Believe it or not, it's okay to roll the tailwheel first. There was no better way to get a pat on the back from our Navy instructors at Pensacola than hitting the tailwheel first. That was back in the days when airplanes had tailwheels, of course. vince norris |
#6
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Someone else pointed out here or maybe on the citabria group about the
advantage of hitting the tailwheel first. That is, if the tailwheel hits first, when the mains drop the angle of attack lessens reducing lift. Is this significant? I suppose that if the landing speed is as slow as it should be, it really doesn't matter. Personally I like landing as slow as reasonably possible. Less wear and tear on the tires and it's more fun. Dave 68 7ECA vincent p. norris wrote: Believe it or not, it's okay to roll the tailwheel first. There was no better way to get a pat on the back from our Navy instructors at Pensacola than hitting the tailwheel first. That was back in the days when airplanes had tailwheels, of course. vince norris |
#7
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In the Maule, the tailwheel first thing eliminates bounce completely, at
least if you airspeed is close to right. But it's always seems sloppy to me. If you can tailwheel first, you can 3 point it. If you TW first on purpose all the time, when you miss, you are going slam it on a few times. Why do that? dave wrote: Someone else pointed out here or maybe on the citabria group about the advantage of hitting the tailwheel first. That is, if the tailwheel hits first, when the mains drop the angle of attack lessens reducing lift. Is this significant? I suppose that if the landing speed is as slow as it should be, it really doesn't matter. Personally I like landing as slow as reasonably possible. Less wear and tear on the tires and it's more fun. Dave 68 7ECA vincent p. norris wrote: Believe it or not, it's okay to roll the tailwheel first. There was no better way to get a pat on the back from our Navy instructors at Pensacola than hitting the tailwheel first. That was back in the days when airplanes had tailwheels, of course. vince norris |
#8
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dave wrote: Someone else pointed out here or maybe on the citabria group about the advantage of hitting the tailwheel first. That is, if the tailwheel hits first, when the mains drop the angle of attack lessens reducing lift. Is this significant? With full flaps in a Maule, you can drag it in tail-low with power. When that little wheel hits, the mains will drop, bounce once, and you're glued to the ground. You'll be doing something like 40 to 45 mph when you touch down. If your engine hiccups once the speed gets real low, you're going to hit hard; the plane will stall almost immediately. You can also do an approach at a bit higher speed and bring the tail down to touch when the mains are still several inches in the air. Again, the ground roll will be impressively short. The problem with this to me is that you will be pretty much at power-off stall attitude. If you are six inches higher than you think you are when you bring the tail down that last little bit, it'll be uncomfortable. George Patterson The desire for safety stands against every great and noble enterprise. |
#9
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You need to get out that POH and do the weight and balance
figuring for that airplane, especially if solo. It's easy to be out the front of the envelope in these airplanes. We use 40 lbs of ballast in some cases to get the CG legal and safe. Dan |
#10
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Even if you are legal and hanging on the front end of the envelope, it
helps to throw a few things in the back. In practically any a/c, the controls will be a bit more sensitive, especially in terms of elevator control in the flare. A case of Champagne does it perfectly for us. wrote: You need to get out that POH and do the weight and balance figuring for that airplane, especially if solo. It's easy to be out the front of the envelope in these airplanes. We use 40 lbs of ballast in some cases to get the CG legal and safe. Dan |
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