Pinecone

I never understood in the Air Florida crash why they never pushed the power up. In the USAF we had 1000 foot check speeds. If you were at or below that speed at 1000 feet down the runway, something was wrong and you aborted the take off. A non-event at the fairly low speed you were going. Similar to the light plane, 70% of take off speed by 50% of the runway gone.

That crew did. My point is, if they had never stalled a swept wing aircraft, the would be wondering why, if they were stalled, the nose did not drop.

This is something I would like to have done. Need to find someone in the mid-Atlantic area.

Our 63 Chevy Impala wagon had them from the factory. Our 71 Monte Carlo had shoulder harnesses, but they were separate from the seatbelt and were a royal PITA. I don't think they ever got used. 73 Capri had real 3 point with inertial reel shoulders. As every car since then.

OK, but once the aircraft was stalled, what was the pitch? Hard for me to find what I need in those graphs.

TYPO.

I thought about this. I think the step is good, but what would be perfect is something that had a flap that went down and bridged the flap. But there is the issue of who picks it up and puts it away and who gets it out and sets it up. Based on the how you have to load people in the plane.

Thanks. I have to measure the hole. It is 3.25" as I suspect, then this can be installed without any cutting on the fuselage. Just drilling some holes. The hard part will be running wires if the removed the wires when they removed the beacon.

We DO know the effects of radiation. Both lower dose, longer term exposures and high dose short term. And the same issues with determining low dose effects occur with other agents than radiation. You need to follow a LOT of people, a LONG time and you have to have access to an equal number with no exposure. And then have to make sure that you actually have causality, not just correlation. There was a study published about the effects of extremely low frequency RF radiation from power lines. Based on the voltage and number of phases on the distribution through neighborhoods. After it was published, another person showed that the data could have been used to compare the same health effects to the number of cars going by per day. This was since the power lines follow roads and the further you get into neighborhoods, the lower the transmission line voltage and also less traffic as there are less houses served by that road. In general, EPA uses a linear dose response curve model. That is, they consider the only safe dose to be 0. But a lot of things are actually beneficial or required in low doses. Such as Zinc. A lot of zinc is bad. If you had a diet of 0 zinc, it would also be bad. Lead has been implicated in developmental issues in children. In adults, there are less issues, especially in low doses. And lead that does get into an adult, is secreted over time. In the old days, lead miners would be exposed to high levels and have health effects. The "cure" was to have to not work in the mines, but they would spend their shift walking around in a very hot room. This would increase the rate the lead was excreted, and get them back to work in the mines faster. Not exactly acceptable practice today.

My first car was like that. But my Dad, being a Naval Aviator did install seatbelts. He bought it new, and then the year before I started driving, but built is a hot rod.

Funny thing is, Lycoming says to not run LOP, but that chart shows that the Best Economy Cruise in the lean of peak range.

I am not buying by the ton. There is a guy locally that buys it by the ton or more, then casts it into reasonable size ingots. I buy it 100 pounds at a time from him. In the old days, I would buy from the scrap dealer and process myself. Yes, my boat was only 4000 pounds for a 28 footer. I like fast things.

The elevated lead levels from shooting tend to come from the lead styphnate in the primers not the bullets. Yes, I have been tested. And my profession is occupational health and safety.

This is not a good idea. In the case of a sudden stop, you will hit your face/head on the panel. If you hit hard enough, you may knock yourself unconscious and not be able to get out of a burning plane. I hit the panel hard enough, with a harness and wearing a helmet that I broke my nose and fractured the orbit of one eye. My friend, did not get out of the plane. I believe it was due to the poor fitting helmet he was using. His new, custom fit, Flight Suits Ltd helmet had been delivered the day after he left for us to go to Sun n Fun in his T-34.

Agreed.

Agreed. I know the situation with the Garmin setup, as I am looking at that in the future. I already have a GTN-650 and GTX-345, so staying Garmin gets all the interaction and playing together.

It increases the friction so the screwdriver doesn't spin around. A guy I knew was the first person I know to sell it. At shows he screw a Philips screw into something, then purposely mess up the screw. He would have to you try to remove the screw. NO WAY. A drop of screw grab, and it came out like a new undamaged screw. The spit and Ajax that AH64 mentioned is the same idea. But Screw Grab works better. This is the company of the guy I know - https://www.solderit.com/ His Solder-It products are also pretty amazing.

Similar for me KCAE to 0W3. https://flightaware.com/live/flight/N252VM IFR all the way though, until about 10 miles out of 0W3. IFR departure allowed us to climb through the broken layer to a super smooth ride.

You have that backwards. Trim drag is from induced drag created by the tail in countering the main wing forces caused by the center of pressure being aft of the CG. The more main wing pitching forces, the more counter lift (downwards) by the tail which increases induced drag. This is why aft CG is faster. The CG is closer to the wing center of pressure, so less pitching force, needing less tail force to counter act. The fastest CG position would be where the CG was at the same chord point as the center of pressure. But the plane would be unflyable.

A Fowler flap is one that the flap moves aft as it goes down. Cessna flaps do this. They are technically a single slotted Fowler flap.

IMO, part of the issue was that they did have the nose near the horizon and a reasonable power setting, but did not realize that the aircraft was stalled. This based on a couple of accounts I have read. And that is where stalling a swept wing and a straight wing are different. In swept wing you don't get the break with the nose well below the horizon.

Yes, they are good fun, and everyone should do some. One caveat, if you do spins in a Tomahawk, do NOT look back at the tail. For the most fun, see if you can find an original Tomahawk. It will have stall strips only installed in the outer 1/3 of the wing. There was an SB to install inboard strips and it greatly tames the behavior. With only the outboard strips, it half snaps to inverted, then the nose falls through to be very nose low in the actual spin. Spinning a Cessna will give you a false sense that spins are very benign and hard to maintain. I have spun Citabrias (several models), Decathalons, Pitts (various S-2 models), CAP-10, Cessna 150, Tomahawk, Great Lakes, and T-37, that I recall.

As far as I can tell, the numbers are the same between Champion and Tempest, except you add AA to the beginning for Tempest. So Champion 48103-1 becomes Tempest AAA48103

Come on, think LONG term.

It is more people who half heartedly run LOP. And don't run lean enough.