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#21
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trust me corky.. you have LOTS of airfields... around here you may need to
go 50 miles or more to find another airport.. and then it will not have fuel services.. BT "Corky Scott" wrote in message news On Sun, 5 Dec 2004 10:50:12 -0800, "BTIZ" wrote: everything is different on the right side.. (east), but I can show you places where there is still a long way between landable airports... north woods of Maine, NH and VT, but then in NH and VT the airports are closer together.. and their idea of mountains is down around 4000-5000ft, the highest point on the east is Mt Washington at 6288MSL. But you still don't want to mess with it if you are not familiar with mountain effects winds and weather. Learned in NH, lived and have flown all over the country, central plains mostly, and now Western mountains, Nevada/Arizona/Utah/California BT I did not realise that Vermont and NH had lots of airfields, doesn't seem like it when I'm flying around up here. Plus, the area contiguous to the Connecticut river valley is extremely inhospitable: it's very rugged, hilly and has collected a number of airplanes over the years. Remember the Learjet that went down around this time of the year six or seven years ago? Wasn't found for 3 years even though it was finally discovered right along the flight path of the approach to Lebanon Airport. The guys just let down too early in the clag after executing a missed approach. Let down into heavily wooded rising terrain. Weather was nasty that day. Corky Scott |
#22
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"Morgans" wrote in message ... "Steven P. McNicoll" wrote in message ink.net... "Brad Zeigler" wrote in message ... Isn't ditching, by definition, in the water? Yup. Unless... You put it into one of those trenches that are dug around the outsides of fields in the flat, used to be, swampy areas, that are dry except when it rains hard. What are those called? Oh yeah, ditches! g Nope. |
#23
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Isn't ditching, by definition, in the water? Yup. Unless... You put it into one of those trenches that are dug around the outsides of fields in the flat, used to be, swampy areas, that are dry except when it rains hard. What are those called? Oh yeah, ditches! g Nope. Come on, get a sense of humor! -- Jim in NC |
#24
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"Morgans" wrote in message ... Nope. Come on, get a sense of humor! I have a wonderful sense of humor. |
#25
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"Steven P. McNicoll" wrote in message link.net... "Morgans" wrote in message ... Nope. Come on, get a sense of humor! I have a wonderful sense of humor. Now THAT'S Funny! -Trent |
#26
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"Trent Moorehead"
Come on, get a sense of humor! I have a wonderful sense of humor. Now THAT'S Funny! Truly!! On both points |
#27
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Welcome to North Carolina. I have relocated to RDU from West Virginia. The
east cost does have a lot of airports but there is a triangle from western VA to northern WV and over to western MD that have been known for more than crashes than normal (latest Rick Hendricks King Air). The elevation is not too bad but the WV area is just not forgiving. The weather is mostly IMC with Ice almost all year long. If you look at a topo of WV (All of it), VA (Blue Ridge MTN area) & MD (western) you will see a lot of relief (nothing flat) with poor radar coverage. If you stay in NC, Flying is great! You can enjoy the mountains to the cost, and even see where it all started at Kitty Hawk. Enjoy your visit. |
#28
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Adam
My feelings are that too many pilots can't land well under stress anyway and NEVER practice precision landings. With an emergency, you've got lots of stress and often limited areas to land....most of which will require a precision landing to minimize the damage potential to occupants. (This for an off airport landing of course.) With thousands of hours crop dusting and operating off marginal strips I've had ample opportunity to pass that information and experience to the pilots and students I fly with. Just to have an airport close by does not automatically mean you can dead stick it and walk away a hero. That nasty STRESS factor raises its head and screws up what could have been a very Ho-Hum landing and a push or tow to the maintenance area. I've made hundreds (if not thousands) of off airport landings with airplanes and only wrinkled one aircraft in the process but when the engine failed it was only about 200'agl and not many options. OTOH, I've had engine failures during a spray run and got it down OK just thinking ahead of what I was doing. If you are concerned, there is no reason why you can't limp from airport to airport just in case you have an engine failure. Better safe than sorry but it sure will limit where you go and what you see! I'd rather spend some time on precision landings just in case you have to do an off airport touchdown. Fly safe and enjoy it. Ol Shy & Bashful |
#29
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What you said. I love the thing about being near an airport not
guaranteeing anything. I've watched 2 a/c balled up by pilots who knew better but tried to strech a glide to the runway. But maybe you want to clarify 'precision landing practice'. From another thread: "I managed 8 touch and goes within the space of .8 hours ...(deleted).... I'm all about the zen of the approach. I really like bringing it in over the end of the runway, with the airplane at the same height each time. Touching down long, if I've blown the approach, is points against me in my mind. In fact I thought about landing long on the last landing simply to reduce taxiing because we were using 36 for landings today and the FBO is at the north end of the runway. But even when I wanted to land long, I found myself reverting to type and touched down before the majority of the tire marks." That isn't real useful practice for off-field or emergency landings. I would suggest that one needs to practice non-standard approaches to different touchdown points. Over obstacles, without obstacles, wind, etc Sitting in the home approach doing touch and gos with all the speeds, turnpoints, and sight pictures locked in does not prepare you to put it on a curving road with power lines and reflectors. Or an atheletic field. Let alone the fine points of whether you should land with the furrows or against them. Or why you should really focus on that out building that you aren't going to hit (because there is probably a power line running to it that you will hit). I come at this from glider outlandings where I've logged just under 50. Selway - I can't imagine your career. Nothing concentrates the mind like silence at 500ft. wrote in message oups.com... Adam My feelings are that too many pilots can't land well under stress anyway and NEVER practice precision landings. With an emergency, you've got lots of stress and often limited areas to land....most of which will require a precision landing to minimize the damage potential to occupants. (This for an off airport landing of course.) With thousands of hours crop dusting and operating off marginal strips I've had ample opportunity to pass that information and experience to the pilots and students I fly with. Just to have an airport close by does not automatically mean you can dead stick it and walk away a hero. That nasty STRESS factor raises its head and screws up what could have been a very Ho-Hum landing and a push or tow to the maintenance area. I've made hundreds (if not thousands) of off airport landings with airplanes and only wrinkled one aircraft in the process but when the engine failed it was only about 200'agl and not many options. OTOH, I've had engine failures during a spray run and got it down OK just thinking ahead of what I was doing. If you are concerned, there is no reason why you can't limp from airport to airport just in case you have an engine failure. Better safe than sorry but it sure will limit where you go and what you see! I'd rather spend some time on precision landings just in case you have to do an off airport touchdown. Fly safe and enjoy it. Ol Shy & Bashful |
#30
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Maule Driver wrote: What you said. I love the thing about being near an airport not guaranteeing anything. I've watched 2 a/c balled up by pilots who knew better but tried to strech a glide to the runway. But maybe you want to clarify 'precision landing practice'. ************************************ In response to that, I've started a whole new thread for Precision Landings. I've been thinking about them and your comments regarding rough fields, furrows, etc. A good topic to really get involved with. Cheers Ol Shy & Bashful From another thread: "I managed 8 touch and goes within the space of .8 hours ....(deleted).... I'm all about the zen of the approach. I really like bringing it in over the end of the runway, with the airplane at the same height each time. Touching down long, if I've blown the approach, is points against me in my mind. In fact I thought about landing long on the last landing simply to reduce taxiing because we were using 36 for landings today and the FBO is at the north end of the runway. But even when I wanted to land long, I found myself reverting to type and touched down before the majority of the tire marks." That isn't real useful practice for off-field or emergency landings. I would suggest that one needs to practice non-standard approaches to different touchdown points. Over obstacles, without obstacles, wind, etc Sitting in the home approach doing touch and gos with all the speeds, turnpoints, and sight pictures locked in does not prepare you to put it on a curving road with power lines and reflectors. Or an atheletic field. Let alone the fine points of whether you should land with the furrows or against them. Or why you should really focus on that out building that you aren't going to hit (because there is probably a power line running to it that you will hit). I come at this from glider outlandings where I've logged just under 50. Selway - I can't imagine your career. Nothing concentrates the mind like silence at 500ft. wrote in message oups.com... Adam My feelings are that too many pilots can't land well under stress anyway and NEVER practice precision landings. With an emergency, you've got lots of stress and often limited areas to land....most of which will require a precision landing to minimize the damage potential to occupants. (This for an off airport landing of course.) With thousands of hours crop dusting and operating off marginal strips I've had ample opportunity to pass that information and experience to the pilots and students I fly with. Just to have an airport close by does not automatically mean you can dead stick it and walk away a hero. That nasty STRESS factor raises its head and screws up what could have been a very Ho-Hum landing and a push or tow to the maintenance area. I've made hundreds (if not thousands) of off airport landings with airplanes and only wrinkled one aircraft in the process but when the engine failed it was only about 200'agl and not many options. OTOH, I've had engine failures during a spray run and got it down OK just thinking ahead of what I was doing. If you are concerned, there is no reason why you can't limp from airport to airport just in case you have an engine failure. Better safe than sorry but it sure will limit where you go and what you see! I'd rather spend some time on precision landings just in case you have to do an off airport touchdown. Fly safe and enjoy it. Ol Shy & Bashful |
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