Night Circuit Instructing
Flown in an out of King Island, haven't met PD but if is a mate of yours he would be a legend.
Approach speed based on what the POH says, I reckon the test pilots are pretty smart guys and know more about aircraft operation than a humble pilot. Also have read lots of articles in the old DCA Safety Digest and Pro Pilot magazines.
Lets see you are going to Melbourne with a strong and gusty Northerly wind blowing up to 50 knots, what do you use as a an approach speed in your C172?
Approach speed based on what the POH says, I reckon the test pilots are pretty smart guys and know more about aircraft operation than a humble pilot. Also have read lots of articles in the old DCA Safety Digest and Pro Pilot magazines.
Lets see you are going to Melbourne with a strong and gusty Northerly wind blowing up to 50 knots, what do you use as a an approach speed in your C172?
From memory some instructors in the late 70's did their CPL, but no Class4 and when they did their instructor ratings they could only teach night circuits and not do night navex from memory.
Thread Starter
Ummm... however fast you can divert to another field????
Nah, I'd go flapless, at around 90kts, then it shouldnt be an airframe limit problem. If you have a 50kt gusty wind AND take a 172 up your already in bit of trouble methinks
Arrr
Nah, I'd go flapless, at around 90kts, then it shouldnt be an airframe limit problem. If you have a 50kt gusty wind AND take a 172 up your already in bit of trouble methinks
Arrr
MIHC,
I don't want to get involved in your slanging match.
I would be very interested to hear more about this wind sheer at night business and why you believe carrying extra speed at night makes the operation safer.
Following that logic do you teach your students to approach with some additives in day?
Straight out, it sounds like absolute non sense to me, but please tell me more.
I guess what I would like to know is
Why is there more windshear at night with less convection?
have you read in any manual or quality text that this is a recommended procedure?
Have you read it in any safety magazin?
Where you taught this technique yourself by your instructor?
Do you teach this technique, assuming you are instructing?
If so is your CFI aware you use this technique?
How much do add and what are the criteria?
I am generally interested in your answers.
I don't want to get involved in your slanging match.
I would be very interested to hear more about this wind sheer at night business and why you believe carrying extra speed at night makes the operation safer.
Following that logic do you teach your students to approach with some additives in day?
Straight out, it sounds like absolute non sense to me, but please tell me more.
I guess what I would like to know is
Why is there more windshear at night with less convection?
have you read in any manual or quality text that this is a recommended procedure?
Have you read it in any safety magazin?
Where you taught this technique yourself by your instructor?
Do you teach this technique, assuming you are instructing?
If so is your CFI aware you use this technique?
How much do add and what are the criteria?
I am generally interested in your answers.
Hold on and I'll just flop it out. The we can finally answer the "bigger man" question, eh? 
I never made claim to being a better pilot than you, but you had to take the first shot, eh "Ace/Son"?
King Island Air CP if you must know. Sure he knows about crosswinds...
As for your 172 question what do you want to hear?
1) Depends how gusty?
2) Depends on rwy direction/x-wind component?
3) Depends on experience?
4) Depends on ball size?
5) Depends on what the flight manual says?
6) Maybe Cp Arrr's Right?
Maybe you should start a separate poll if you're not sure?
I never made claim to being a better pilot than you, but you had to take the first shot, eh "Ace/Son"?
King Island Air CP if you must know. Sure he knows about crosswinds...
As for your 172 question what do you want to hear?
1) Depends how gusty?
2) Depends on rwy direction/x-wind component?
3) Depends on experience?
4) Depends on ball size?
5) Depends on what the flight manual says?
6) Maybe Cp Arrr's Right?
Maybe you should start a separate poll if you're not sure?
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'stationair8', 'renurpp' & other guys no need to 'feed' this guy in here (we know who he is, it's painfully obvious), the more you do the more he gets off on it! His posts are becoming purely a retalitive measure now, small minds mean small ideas. We`all know that basic airmanship here is taught/passed on from those with an open mind & willing to learn themselves rather than preach with a distaste befitting a spoilt child!
Ignore him & we'll get on with the thread question at hand.
Am expecting more childish behavour but will make him the first on my ignore list
F
Ignore him & we'll get on with the thread question at hand.
Am expecting more childish behavour but will make him the first on my ignore list
F
PD is the King Island Airline CP that nice for him, haven't had the pleasure of actually meeting the man but I will keep an eye out for him. If he has survived a few winters flying to King Island, he should be able to pass onto to you a few good tips.
You should be out doing night circuits or navex as it really dark outside with that full moon, or is the convective turbulence sigment to great too severe or are you worried about the cyclone near WA.
You should be out doing night circuits or navex as it really dark outside with that full moon, or is the convective turbulence sigment to great too severe or are you worried about the cyclone near WA.
When you see him, ask him how to land your 172, just in case you have 50kts gusting.
Join Date: Jan 2002
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PS
Don't forget that the CFI of the school must approve you to conduct NVFR training, and or you are supervised by a person approved to supervise NVFR.
Just a little bit more to the puzzle.
richo
Don't forget that the CFI of the school must approve you to conduct NVFR training, and or you are supervised by a person approved to supervise NVFR.
Just a little bit more to the puzzle.
richo
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