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#151
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In article ,
Thomas Borchert wrote: Faith by definition is irrational. by what definition? Uhm, any. Any that deserves the label "definition" in the sense accepted by the majority of people. that's circular. From Websters (and ignoring definitions related to math - i.e., rational numbers) Rational: 1 a: having reason or understanding b : relating to, based on, or agreeable to reason. Reason: a statement offered in explanation or justification ... a sufficient ground of explanation or of logical defense. Irrational: not rational. lacking usual or normal mental clarity or coherence. not govern by or according to reason. I guess you don't think Websters has the definitions correct. -- Bob Noel no one likes an educated mule |
#152
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Bob,
relating to, based on, or agreeable to reason. Well, any key aspects of religion (any, that is) that are? -- Thomas Borchert (EDDH) |
#153
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Actually I did. What's all this about landing gear? Cessna gear can take
some ungodly high Gs and at 45 over gross the last thing you would need to worry about is the gear. The entire world is not Cessna. Many late-model Mooney's can't even be landed at their legal maximum takeoff weight without risking damage to the gear. The inherent problem with opearting overgross is NOT that it can never be done without cutting the safety margins below the accepted standards. Often it can. But there are indeed times when even being 1 pound overgross does take you into test pilot territory - and other times when 200 pounds is no big deal. The trick is knowing which is which. I'm not big on rules, but here's a pretty good guideline - unless you know what limitation sets the gross weight for the operation you intend, and how (or even if) you are reducing the safety margins by operating overgross, you really shouldn't do it. And yes, that does mean you need a knowledge of aircraft design and certification, as well as aerodynamics, far in excess of what is required to pass ANY pilot checkride. Michael |
#154
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It would seem more reasonable that you provide a cite of a case where
an aircraft insurance company paid off in a case where a pilot was not copacetic--say, he was flying without a current medical, or flying drunk,or making an off-airport landing. First off, this is backwards (as the other poster remarked). But second, I can provide such examples. Pilot flew without current BFR. Didn't pay attention to storm, landed downwing, wrecked aircraft but walked away. Insurance paid. Glider pilot with rope break, no medical, and medications in his blood (determined by toxicology) that would have precluded the issuance of a medical. Spun in and died. Insurance paid. Now - can you provide contrary examples? Michael |
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