New season, new procedures

On Dec 3, 4:57*pm, a wrote:

[...]

By the
way, on a wide runway with a lot of crosswind component start your run
not on the centerline but more to the downwind edge of the runway,
when you're within 10 kts or so of takeoff speed you can take some of
the crosswind component away by turning toward the upwind edge of the
runway. 100 feet of useful runway width (say on one whose paved width
is 150 feet) can really change the relative angle of the wind.

[...]

Now that's a good common-sense tip that I've
not heard before.

---
Mark IV

On Dec 4, 8:29*am, "Mark." wrote:
On Dec 3, 2:56*pm, wrote:





Bug Dout wrote:
Mark IV writes:

Question: What is the difference between best rate of climb speed and
best angle of climb speed?

Answer: The best rate of climb speed, also known as VY, provides the
greatest gain in altitude in the least amount of time. The best angle
of climb speed (also known as VX) provides the greatest gain in
altitude over a given horizontal distance.

Quibble: I would change the first to:

The best rate of climb speed, also known as VY, provides the
greatest gain in altitude in a unit time (or given time).

You need to quibble with the ePilot flight training edition which is where
the quote, unattributed of course, came from.

It didn't attribution. It's from the public domaine.

Had he bothered to quote the entire passage, there would have been a
reference to a link that gave expanded information.

And the copied link wouldn't have worked, resulting
in a broken like. So I didn't.



--
Jim Pennin

Corrections

"didn't need attribution"

"in a broken link"

(have to speed type replies to you, as you
have proven to be a waste of my time)

On Dec 4, 8:54*am, "Mark." wrote:
On Dec 3, 4:57*pm, a wrote:

[...]

By the
way, on a wide runway with a lot of crosswind component start your run
not on the centerline but more to the downwind edge of the runway,
when you're within 10 kts or so of takeoff speed you can take some of
the crosswind component away by turning toward the upwind edge of the
runway. 100 feet of useful runway width (say on one whose paved width
is 150 feet) can really change the relative angle of the wind.

[...]

Now that's a good common-sense tip that I've
not heard before.

---
Mark IV

Something to think about: "the numbers" and "the centerline" are
useful references for CFI's to use when training pilots. As one
becomes more experienced the desired touchdown point on a runway is in
relation to the turn - off you're wanting to use: most of us do that
already. The true sign of a low time or thoughtless or ignorant pilot
is one who touches down within 100 feet of the numbers on a 7000 foot
long runway when the taxiway closest to the FBO desired is at the
other end.

Less appreciated is using the physical width of the runway to one's
advantage. If there's a significant crosswind component my over-the-
ground track is well to the downwind side of a wide runway's
centerline and close to touchdown speed I may turn a little more into
the wind toward the centerline. It's less wear and tear on tires and
more gentle on the airplane. On the other hand, unless you really know
your airplane, don't do it. My M20 and I are good friends, it permits
me to take liberties like these because I know when it's ready to fly
and ready to land.

I'm also the guy who because the Mooney is low wing flies 50 or 100
feet below my assigned altitude as a minor mid-air avoidance
probability reducing technique, ditto being at pattern altitude a mile
or two from the pattern and making minor clearing turns when on the
entry leg at an uncontrolled airport as well: it makes it easier to
see other airplanes higher than me and unlikely to have any lower.

All of these things and countless others probably add up to a
marginally safer flight: at least it's evidence there's some thinking
going on. I don't want to fly 'by rote'.

Mark. wrote:

If people here didn't **** and moan so much,
then maybe I'd have taken the time to do that.

Yeah, it is everyone else's fault you are a blustering, babbling, twit.


--
Jim Pennino

Remove .spam.sux to reply.

Mark. wrote:
On Dec 3, 2:56Â*pm, wrote:

You need to quibble with the ePilot flight training edition which is where
the quote, unattributed of course, came from.

It didn't attribution. It's from the public domaine.

No, it is not, you lieing sack of crap.

It is copyright 2010 by the AOPA.


--
Jim Pennino

Remove .spam.sux to reply.

On Sat, 4 Dec 2010 18:43:41 -0000, wrote:

Mark. wrote:

If people here didn't **** and moan so much,
then maybe I'd have taken the time to do that.

Yeah, it is everyone else's fault you are a blustering, babbling, twit.

Jim, he is the sockpuppet shadow, blither, blather, bloviate...

Haven't you ever stroked this?

http://gayincarolina.jottit.com/my_main_squeeze

I don't write nonsense. Check this out!

https://twitter.com/CorruptNutsac
---
Mark IV

On Sat, 4 Dec 2010 05:29:02 -0800 (PST), Mark. wrote:

It didn't attribution. It's from the public domaine.

"domain"

LOL
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

On Sat, 4 Dec 2010 05:29:02 -0800 (PST), Mark. wrote:

And the copied link wouldn't have worked, resulting
in a broken like.

"link"

LOL
--
A fireside chat not with Ari!
http://tr.im/holj
Motto: Live To Spooge It!

On Sat, 4 Dec 2010 05:59:12 -0800 (PST), Mark. wrote:

Jim Pennin

(have to speed type replies to you, as you
have proven to be a waste of my time which is why
I keep typing. I don't post nonsense.)

OoooooooooooooK

On Dec 4, 1:48*pm, wrote:
Mark. wrote:
On Dec 3, 2:56*pm, wrote:
You need to quibble with the ePilot flight training edition which is where
the quote, unattributed of course, came from.

It didn't attribution. It's from the public domaine.

No, it is not, you lieing sack of crap.

It is copyright 2010 by the AOPA.

--
Jim Pennino

Remove .spam.sux to reply.

What's lieing?

The definition of Vx and Vy is in the public
domain. That was what I didn't use quotation marks on.

Crybaby.

---
Mark IV