Attitude for speed ???
Guest
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I had a chat with a Dog Driver whilst there... very nice airplane...imported from some African air force, don't recall which.
The wheels and discs were bigger and he confirmed that the brakes on the Dog were better than the Pup... perhaps you can see how poor the Pup brakes are.
Saw a Stearman arrive whilst having my lunch,
he landed uphill towards the haystack.
Had a go in a Stearman years ago... good fun.
Farmers make a habit of stacking bales on the remaining concrete of previously longer military runways and I suppose that we have just got to put up with it and be ready for wind shear and the like.
Will get down for a visit soon, often go to Rochester and Shoreham to visit friends so I can call in.
Definitely grounded next week, having the bolt holes on the wheels re-bored... gone egg shaped or something.
B
The wheels and discs were bigger and he confirmed that the brakes on the Dog were better than the Pup... perhaps you can see how poor the Pup brakes are.
Saw a Stearman arrive whilst having my lunch,
he landed uphill towards the haystack.
Had a go in a Stearman years ago... good fun.
Farmers make a habit of stacking bales on the remaining concrete of previously longer military runways and I suppose that we have just got to put up with it and be ready for wind shear and the like.
Will get down for a visit soon, often go to Rochester and Shoreham to visit friends so I can call in.
Definitely grounded next week, having the bolt holes on the wheels re-bored... gone egg shaped or something.
B
Guest
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El Cid
Good point you make about making things easier to grasp during training.
So why don't we start by teaching students glide approaches where the control of speed and altitude is governed by the elevator and then teach use of the throttle once this is mastered?
It might not do any harm to general handling skills either and the enhanced ability to manage energy would then contribute to PFLs at a later stage in the process.
Good point you make about making things easier to grasp during training.
So why don't we start by teaching students glide approaches where the control of speed and altitude is governed by the elevator and then teach use of the throttle once this is mastered?
It might not do any harm to general handling skills either and the enhanced ability to manage energy would then contribute to PFLs at a later stage in the process.
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El Cid
What an excellent idea. Having progressed from gliders to Tigers I never did anything but glide approaches (often with lots of side slip) until I had trouble on a check flight when asked to do a power approach and I had forgotten how low and far away you had to turn finals in order to keep power on until the threshold.
Returning to my original point about 3 degree glideslopes being the order of the day at PAPIS equiped fields, glide approaches are so rare that you seem to have to get ATC clearance for them. I'm not sure that your idea would go down so well there.
It is also possible that, on some more modern training aircraft, the poor elevator authority for the flare from a glide approach may make learning more difficult (instructor's job harder), and cause even more damage to C150 nosewheels.
I'm still waiting for some PAPIS dominated instructors to contribute to this discussion.
What an excellent idea. Having progressed from gliders to Tigers I never did anything but glide approaches (often with lots of side slip) until I had trouble on a check flight when asked to do a power approach and I had forgotten how low and far away you had to turn finals in order to keep power on until the threshold.
Returning to my original point about 3 degree glideslopes being the order of the day at PAPIS equiped fields, glide approaches are so rare that you seem to have to get ATC clearance for them. I'm not sure that your idea would go down so well there.
It is also possible that, on some more modern training aircraft, the poor elevator authority for the flare from a glide approach may make learning more difficult (instructor's job harder), and cause even more damage to C150 nosewheels.
I'm still waiting for some PAPIS dominated instructors to contribute to this discussion.
Guest
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ElCid perfik thats the stuff to give em.NO problems with elevator control on tin cans so long as correct a/s is used and as you say great for that last bit of a forced landing practice. or real.All apps should be glides to start after all one less thing to worry about.That reminds me to start a thread on forced landing and engine failure on take off practice. We I can do some serious C.A.A. bashing on that one Bye.
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Beagler - I always phone Old Buck before setting out for there, if they are using 25 the down hill runway with over the hay bales approach, I elect to go elsewhere. In my tail dragger with v limited vision fwd on the approach - it is a distinctly uncomfy feeling. However 07 is a great runway and I do enjoy OB. As a £10 a year social member I get free landings. I have landed "around" the bales on a SCA (spitfire curved approach) but would rather land uphill!
sNr
sNr
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Beagler: yummy, non-thrashed, Kings Cup winning Bulldog for hire in Hong Kong Aux Air Force colours at North Weald or Elstree. Aeros in the Dog or one of two Pup 150s no prob (tho the owner makes you pay the dual rate even if solo aeros cos of extra wear and tear and NB spin weights not fitted so no intentional magic roundabouts allowed). Expert aeros instruction also available (not from me, I hasten to add). Check out http://dialspace.dial.pipex.com/town/avenue/acd93/
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How can a group own a Pup and forbid aeros? Given that it is a fairly maintenance intensive aeroplane, why have one unless you can exploit the handling it is endowed with? If you are going to limit yourselves to straight and level why not trade it in for a Cherrytree, sorry I meant Cherokee (I'll hf to git on ov thoz keybrods tat kan spel)
