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About JohnnyBlackCT

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  1. CTLS landing for beginners

    And one thing I think at least one poster here is forgetting...higher landing speeds with less flaps also means the airplane has a higher stalling speed, also due to the lesser flaps. Therefore, it's not some huge risk unless you get crazy TOO fast. I'm still recommending a full stall landing such that when you land the airplane is done flying. It's not going to zoom back up into the air due to a burst of wind, at least no more than a full stall landing at slower speed with more flaps. To me, the biggest risk is trying to plant the airplane on the runway at a speed that exceeds stall speed at whatever flap setting you are using. This can result in all kinds of unintended consequences, none of them good.
  2. CTLS landing for beginners

    If I'm going to crash, I want to do it as slowly as possible. If I'm going to land, I want to do it at the proper speed and flap configuration for the conditions. There are some crosswind and turbulence conditions that less than full flaps and higher landing speed is not only advisable but absolutely necessary. An airplane can and will run out of control authority under certain conditions. To argue that every landing should be full flaps and as slow as possible is naive and poor piloting technique. On the other hand, it is also poor piloting technique to land with too little flaps at higher than necessary airspeed. As experienced pilots, we should be able to ascertain the conditions and set up our approach and landing accordingly. If not, you need more dual.
  3. CTLS landing for beginners

    One thing I should have mentioned but forgot about landing in very strong crosswind. In a high wing airplane, I don't think you really need to worry about scraping a wing tip on the runway. That was an exaggeration to make a point. However, what will happen if you try to land with lots of flaps at a slow speed, is you will run out of downwind rudder authority. You're holding the upwind wing down trying to stay lined up with the runway. To keep from weather veining into the wind, you hold opposite rudder to keep the nose pointed straight down the runway. If the crosswind is severe you can run out of rudder and have no other option except to crab into the wind, get blown downwind of the runway, or go around In this situation, if you use less flaps and higher approach speed, you may be able to accomplish the landing and not run out of rudder authority. The plane will stall and land at a higher airspeed while you still have enough rudder to stay lined up with the runway and pointed straight ahead. Bottom line, you need to adjust your technique to compensate for the conditions at the time. You can't always land with full flaps or 30 degrees of flaps or no flaps. It depends. I prefer to use as much flaps and land as slow as possible based on the situation.
  4. CTLS landing for beginners

    No, because it depends on conditions.
  5. CTLS landing for beginners

    I’m not going to argue this with you only to say I’ve been flying light aircraft for over 53 years. I know what I am talking about. Conditions require different techniques at times.
  6. CTLS landing for beginners

    Yes, but I'm firmly on the ground at that point. With no flaps, the airplane stalled at 50. I've been taxiing since 49 knots and below. I don't want to be flying at 41 knots in a 20 knot crosswind. That would exceed the crosswind component of any airplane I fly. At that slow airspeed, my upwind wing would be scrapping the runway, even in a high wing airplane. I would have to crab about 45 degrees into the wind to keep it over the runway.
  7. CTLS landing for beginners

    Landing with no flaps makes absolutely no sense unless there is some unusual circumstance such as extreme turbulence or very high crosswind. Suppose I am flying an airplane with a stall speed of 40 knots with full flaps and 50 knots with zero flaps. I am landing with a 20 knot crosswind. I would probably land with zero flaps because at 51 knots I may be able to keep the airplane on the centerline with a wing down into the wind. At 41 knots, I might get blown off the runway by the 20 knot crosswind. Under normal circumstances with little or no wind, there would be NO reason to land with zero flaps. That would be a poor piloting technique.
  8. CTLS landing for beginners

    When landing, higher speed with less flaps is not an advantage over lower speed with more flaps except maybe in a strong cross wind or turbulent conditions. The higher stall speed and landing speed with less flaps uses more runway and means you will start "driving" instead of flying at a higher ground speed. This can create an unsafe situation. Now, if it is gusty, I might carry less flaps and more airspeed on final just to minimize the upsets caused by the gusty conditions or minimize the effect of a strong cross wind. Depending on the airplane I'm flying and conditions, I normally land with full flaps. I may not apply full flaps until near the threshold in certain windy conditions.
  9. New CTs arriving from Germany

    US Coast Guard maybe??
  10. This is not a new issue. Those who think the FAA is so rigid there is no room for pilot judgement and discretion, please say how you are currently dealing with this issue and how you plan to deal with it in the future. I suspect most think it's not really a problem and are just sounding off for the fun of it. This has been beaten to death and there is nothing else to see here. Why don't you think of something else to argue about?
  11. Earlier, I suggested you call the FAA in DC and request a change. I should have said call the FAA in Oak. City as Tom suggested. Flapping our keyboard gums here solves nothing. I've said this before, but until or unless the FAR is changed, I will use my best judgement and do what I think is safe and what the FAA intended. This applies to this FAR as well as some others that are equally vague. If I was presented with this situation, I would start a climb or descent soon enough to reach my desired altitude at the desired point, even if it caused me to momentarily exceed 2,000 AGL. If the FAA calls me on it, so be it. I believe that is the safe thing to do and I also believe that is what is intended by the FAR as written.
  12. Of course, once you descend to 10,000 MSL, there is no reason to descend any further except to comply with the east west rule. We can beat this issue to death but nothing is going to change until/unless the FAA decides to change it. I think we all agree the FAR is open to interpretation by the pilot. Anytime an FAR is open to interpretation, it is also open to misinterpretation. Put away your keyboards and go fly.
  13. I wouldn't call your FSDO, call Sport Pilot guy in DC. It won't make any difference because he can't really give you an answer. Are you going to stop flying over the mountains because of this?
  14. Yes, it does. But there is no other reasonable way to do it safely. I guess you could fly along the fall line and climb your way up the mountain, but I feel confident that is not what the FAA intends for you to do. Why don't you call them tomorrow and ask? I have called several times and they are really nice people. They won't be able to answer your question because there is no answer, but they might make you feel better about it. Maybe not.
  15. That's why you would start the climb sooner. If you need to climb from 10,000 MSL to 15,000 MSL and your LSA climbs at 300 fpm at that altitude, you would need to start your climb 17 minutes before you want to reach 15,000 MSL. If there is a peak in the way, you would need to start soon enough to clear that peak. You might need to start the climb 30 minutes before you get there. I guess the sector altitude method would allow you to fly all over the sector at 15,000 feet regardless of the AGL. That would work and would be preferable, but I certainly would not try to justify that to the FAA as currently written. Why don't you propose that to the FAA? Nobody here can do anything about it.