Hondo

A good source for ADS-B http://www.faa.gov/nextgen/implementation/programs/adsb/media/arcReport2008.pdf Two issues are frequency congestion on 1090 Mhz and almost total dependence on GPS. The GPS system is extremely expensive to maintain. Clocks have to be constantly adjusted to the nanosecond. If this weren't done the system would be useless within two weeks. Government claimed they stopped LORAN to save a mere 6,000,000/yr. ALPA supports retention of Mode A/C/S transponders in addition to ADS-B OUT requirements. Secondary surveillance radar is the chosen backup for ADS-B and ACAS, which rely on transponders for collision avoidance. I'm delaying purchase of a 406 ELT because the article above (pg 93) specifically mentions the possibility of tracking an aircraft to its last transmission with automatic notification of abnormal termination, like off airport. This could eliminate the need for an ELT. Europe is going with 1090 exclusively. Did user fees eliminate the little guys?

Awful_Charlie Thanks for posting the Lasham gliding club procedures. Their flying and engine operating procedures were obviously based on their experience. Everything from advancing throttles to evaluating and avoiding wake turbulence were covered in that understated English way.

I used 110 to get a feel for the relative drag of configuration changes without making power changes. Full flaps dropped 35 knots, while 3/4 only dropped 15 with about a 1 knot increase in stall speed. No flaps increases the stall speed by 8 knots and increases rudder effectiveness. Since induced drag predominates at approach speeds, I'll try a similar test at 80, but will have to add power to stay above stall speed. At 2700 each 1% power increase requires about .3" MP. Also, max available power drops from 100 at SL to 70% at 10,000, so excess drag can be a problem at high density altitudes. Just want to know what to expect without breaking something trying to find the limits.

N6719N "Rules and recommendations are usually there for a pretty good reason. If you land in a crosswind situation where the crosswind component is high enough (or that side gust comes at the wrong time), you will run out of rudder, and there will be no way to keep the airplane straight down the runway and prevent side loads and potentially damaging stresses to your aircraft, regardless of how much skill you possess." My instructor always wanted full flap landings. Then I tried to land on a very gusty day and realized I might not have enough rudder. I decided to go around, but the density altitude was over 7000 and I was down to less than 65 knots and low. For a go around, my POH says full power till 65 knots, then after climb established, retract flaps, raise gear and open cowl flaps. The drag was very high and for awhile I doubted I could arrest the descent and get back to 65. After that experience, I wondered if there might be a better way. I checked the drag in different configurations starting at 110 KIAS in level flight. I found that gear down reduced speed by 22 knots, half flaps by 5 knots, 3/4 flaps by 15 knots and full flaps by 35 knots. With approach speed at 1.3Vso + half gust speed, I use 3/4 flaps up to about 20 knots, any higher than that - no flaps. Still use full flaps for short fields and low crosswinds. What do you recommend?

Thanks for the feedback on gear retraction on takeoff. I decided to delay gear retraction until about 100' and 75-80 knots. Below 100', if the engine quits, just land. My home field is >8000. Above 100', you have time to react, get the nose down and optionally extend the gear.

I once flew with an instructor who had over 16,000 hours and was still flying jets. On takeoff, I would retract the gear shortly after liftoff to reduce drag. Well, on my first takeoff with him, I'm about 20 feet high with the wheels coming up and he asked me. "What would you do if the engine quit?" I thought, good question. With lost power at low speed on takeoff, how much altitude is required to give you the option of extending the gear? How long does it take to cycle the gear?

I would suggest adding review of DP to your pretakeoff checklist. If a published Departure Procedure exists, it is the pilot's responsibility to review it prior to takeoff. It is not part of your ATC clearance and ATC is not required to warn you. If you takeoff in IMC and hit a tower, it is your fault.