Search results

Except when you deal with truly short fields, you’re also dealing with runway conditions that may not be charted (if the airplane even has performance data) like soft or rough fields. Landing performance also depends on where and how fast you touch down, as well as the surface type. There are...

So specifically not the Part 95 definition suggested previously? Would you apply that rule the same way it applies under Part 135 (or 121) where it’s only a planning requirement, and doesn’t apply to the actual landing? Only to jets? And are you suggesting the book number be 60% or less of the...

Which were you?

But they are not absolutely predictive of death. I’d honestly guess that similar red flags on a fairly regular basis are part of the operation at Catalina.

But there’s no evidence that anyone knew in advance that people would die.

I think I used to fly with that teacher.

But will he be brave enough to fly This ****ing Airplane to the lectures?

In faster airplanes (like jets) where the turn rate is slower, 10 degrees works well, but in typical trainers, 1/2 the bank angle is a good gouge.

Sounds to me like a Service Difficulty Report, but I’m not 100% sure what that entails…but maybe ask your mechanic for the appropriate venue to submit it.

And I suspect aviation fuel came before the Mil Spec as well…they came up with the fuel, and wrote the documents to ensure that the fuel is what it’s supposed to be. They didn’t write the specifications and create fuels to match.

Which came first, aviation fuel or the ASTM Spec for aviation fuel?

I double dog dare ya to tell your wife she’s too old for anything. ;)

…and the pilot “had to go and intended to depart anyway.” Not that he couldn’t stay overnight, didn’t have a ride into town, didn’t have maintenance, whatever. He “had to go.” Based on the (admittedly incomplete) information I have, I see no reason to believe that maintenance on the field and a...

For comparison, the ACS also allows the examiner to specify short field operations with an obstacle, but when that topic comes up, note how many people here adamantly state that obstacles aren’t required.

Mostly because you’re not keeping the ball centered, but you’re using the ball as a reference. The ball is an indirect indication of yaw, and “chasing” the ball can actually result in it indicating opposite of the actual yaw of the airplane during dynamic changes.

I can pretty much guarantee you’re not putting negative G on the airplane during the rollout. If you’re trying to roll out of a steep turn with the same sight picture as a Dutch toll, you’re not maintaining coordinated flight during the rollout. Don’t look at the ball. Just keep your butt in...

That’s not VFR-into-IMC. That’s IFR.

A lot of it also has to do with the selection process.

Most pilots/instructors are so disinclined to fly in anything that could possibly result in VFR into IMC that experiencing it in training is probably not going to be a possibility for most, either.

Technically, performance for “all phases of flight.” Which type rating?