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#11
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Passed CFI Knowledge Test
B A R R Y wrote
Does Canada call flight instructors CFI's and CFII's? Nor do we here in the USofA. Bob Moore Flight Instructor, Airplane Single Engine; Instrument Airplane |
#12
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Passed CFI Knowledge Test
In article ,
"Kobra" wrote: 3) If taking off from an airport w/o a control tower inside Class C airspace you are required to? Are there non-towered airports inside Class C? I thought they all had little cutouts like CCB has. rg |
#13
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Passed CFI Knowledge Test
Ron Garret wrote:
In article , "Kobra" wrote: 3) If taking off from an airport w/o a control tower inside Class C airspace you are required to? Are there non-towered airports inside Class C? I thought they all had little cutouts like CCB has. There's lots of private strips within the various class C's although it doesn't matter if they're public or private. |
#14
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Passed CFI Knowledge Test
Bob Moore wrote:
B A R R Y wrote Does Canada call flight instructors CFI's and CFII's? Nor do we here in the USofA. I meant everyone in the US except for Bob Moore. G |
#15
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Passed CFI Knowledge Test
On Aug 4, 3:53*pm, Michael Huber wrote:
Bill wrote: The concept you are looking for is that there is less asymmetry when you are higher in altitude. Well yes, less engine power - less asymmetry (in a non-centerline-thrust multi-engine aircraft, but for everything else, this discussion is moot anyway). Unless it's a turbocharged aircraft. Obviously. For 20 extra points, if you can get full sea level manifold pressure in a TC airplane, does Vmc decrease with an increase in altitude? I'm a bit out my depth here, but let me think. It would stay the same if the engine thrust is constant. That implies two things: - Constant engine power (which we more or less have, thanks to the turbocharger) - Constant prop efficiency. I do not know about that. So, it really depends on what propellers do at altitude. If they do not decrease in efficiency, Vmc (indicated) would be constant, if they do decrease, it would sink (though less dramatically than a not-turbocharged/normalized aircraft). However, once we get so high that the prop tips start going supersonic at normal operating speed (Mach 1 decreases with altitude), we dramatically loose prop efficiency, so at least at that point, Vmc will start to sink. So, then. Show me the answer sheet. The horsepower drops off with altitude increase in a TC airplane because the induction air temperature rises. So VMC would go down at higher altitudes in TC airplanes. As VMC has so many variables, this is of theoretical interest only BH |
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