Forum Replies Created
-
AuthorPosts
-
Alex Cheng
General MemberI dunno, but I can’t see the speed bar in the video.
General Member2N40 going up to the 750/Regionals/Marshall is passable but very rough in some sections. Was able to squeeze by a boulder about knee high is in the middle of the road about 1/4 mile past the paved section. Various sections of rock falls and puddles are challenging but doable with good tires and enough ground clearance.
General MemberYes, I know that figure 8s is the established pattern. The question is why? That’s the point of my last post. Why are we advocating tight maneuvers with multiple crossing flight paths all the way to short final? Why is this done close to rising terrain in a “box” that has a high probability of being congested? Yes, turbulence may be abundant, especially in the approach area, so why would you want to meander about and spend any more time than you have to in said area? It seems that Mr. Crouse was also bewildered by the pattern as depicted in the original post.
You can vary the glide between both PG and HG within certain limits, but no, you cannot simply nose a HG down to lose altitude, especially high performance gliders. You will just trade altitude for energy. The difference between HG and PG is moot because if we all stay in the appropriate side of the pattern, we are going to be flying with like wings with similar performance. It is your buddies that you have to deal with. What are you going to do when the sky shuts down and everybody shows up at in the same area at the same altitude? What if all they know is to do figure 8s inside the box, because that’s all they’re taught? Add a out of town pilot into the mix, who disregards the rules, and you have a high potential for disaster. I’ve seen too many pilots injure themselves over the years in that area to remain silent. Figure 8s going into final are not appropriate for this site. The reality of the matter is, people are going to fly poorly and make mistakes. Why not give them an advantage and teach them a superior, and safer way to land from the start? And as I said before, if they are teaching students to rely on figure 8s to lose altitude because of sloppy pattern discipline, it becomes a crutch.
General MemberFigure 8s on the approach end, especially over rising terrain is dangerous. If I have to do a figure 8 or S turn on my final approach then I’ve already f*ed up somewhere in the pattern. It’s fine for the more advanced pilots to perform and is good to add to your bag of tricks when there is no traffic, but it is a disservice to teach or encourage low time pilots to use this as a crutch to make up for sloppy pattern work. An example of a “crutch” built into instructions is when a new skier is taught to do a wedge or snowplow, to help them slow down. Then they spend many lessons trying to overcome this bad habit that they acquired. Tim is right that a person behind the landing aircraft needs to have reasonable expectations of what the person in front of them is going to do. Sylmar has a designated staging area to loose altitude before you enter the pattern. All traffic follows the same pattern even in a crosswind. Many incidents have occurred in the past because of pilots maneuvering close to the terrain. Now compound this with multiple traffic maneuvering back and forth on final, all trying to land at the same place.
General MemberI see a nice feature on the weather forcast page. When you hover your pointer over the graph, a little tag pops up that shows the time and wind velocity. It would even be better if it displays the wind direction. I know that would help some with color challanged vision.
General MemberHi, I like that the graph displays an offline message when the data is not current. Is there a way to keep the data on the graph even when the station is offline?
General MemberI want to know who packed the reserve. That’s an impressive deployment. Wile E Coyote would of been proud.
-
AuthorPosts