Yes I agree, we the PICS are in command and can decide, and jets are just going IFR, we can call Daytona on the ground or just after takeoff (which usually means a busted airspace, but they are kind of used to this as long as they know there will be a jet taking off and they know the n-number. (not legal, but controllers know)
-- Ronald
Ron, ATC may ask, but the pilot is flying the plane. Going faster requires
a larger turn radius. Close in patterns and tight turns are for Cubs,
172s, etc. - not Lancairs. When LOBO says "knowledge of Lancairs is
crucial to flight safety," that includes ATC. With respect to your airport altitude limitations, how do the jets handle
it? Grayhawk In a message dated 6/29/2011 2:50:26 P.M. Central Daylight Time,
Ronald@sdc.com writes: Hi
John
This is a nice idea about the 1500ft and the rounded arc approach,
however the Tower will not always agree with you, so I imagine you will
have to call 'unable' a lot. (Tight Pattern, Squared Pattern are calls that
I have heard many times from the tower), is it not then wiser just to go a
bit faster?
And just for fun.....1500ft pattern would not be
possible where I live, our airport (7FL6) is right under Daytona Beach
(KDAB) where our ceiling is at 1200ft.
-- Ronald
On 6/29/11
1:14 PM, "John Hafen" <j.hafen@comcast.net>
wrote:
>Giff: > >Good moves
all. > >Additionally, I think in the early days, guys didn't consciously realize >how much AOA increases with bank angle. Flying square corners in a >pattern, especially in the base to final
turn, can stall the plane way >too close to the ground to do anything
about it. > >That is why HPAT recommends flying a 1500 foot
pattern, and a roundish >arc from down wind to final, rather than square
corners from down wind to >base, then base to final. > >John
Hafen > > >On Jun 29, 2011, at 8:26 AM, Giffen Marr
wrote: > >Before I started to build my IV-P, I reviewed the
accident history of the >IV.What I found was a significant number of
stall spin accidents in the >IV. Why a higher rate then other aircraft?
From my analysis, I felt there >were two reasons, one,the aircraft tended to have an aft CG, and two, the >tail became blanketed in the
spin, causing difficulty in recovery. My >un-flown solution was to move
as much weight forward as I could, add >stall strips, add the ventral
fin and add about 48 square inches of area >to the rudder trailing edge.
You must also remember that when you retract >the gear, the cg moves aft
about 2 inches. With an aft CG, the aircraft >will tend to go flat in
the spin, which makes recovery difficult. > >Giff
Marr >N229GM >1st engine run before
AirVenture. >-- >For archives and
unsub >http://mail.lancaironline.net:81/lists/lml/List.html > > >-- >For
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