Re: Three take offs = three landings at Newton MS and Madison MS - Video
Flaps_50!
> In this video in 3 minutes you will have endured 3 takes offs and 3
> landings.
>
> http://www.youtube.com/watch?v=XCYjZ-XkPTk
>
> Short field relative to pilot experiences I guess. Figured to go to
> Newton and work on a 3000 runway with large trees on the arrival end.
> Only thing I can think that triggered the stall horn on short final
> for the first approach was windshear which was easily fixed by
> dropping the nose.
If you want to make a short field you need to get your touchdown point
much closer to the end of the runway and get that float under control.
You seem to be in a low power steady approach but you should be aiming
to lose speed on short final. This can be achieved by making use of
the back side of the power curve. Try to really land within the short
field specs of the plane i.e. to get her down and stopped by a certain
point on the runway.
Cheers
a
The wrong place to lose energy on a short field is in the flare. Get
it slow on short final. Also, although probably not in your manual,
once on the ground get the flaps up -- it puts more weight on the
landing gear and braking is more effective. When I want the wheels on
the runway quickly I bring up the flaps late in the flare (verify
three times you're touching flaps, not gear!). In the Mooney the
flaps are good for reducing stalling speed, they are not like the barn
doors that a 182 has that increase drag, so once they've served their
purpose -- getting me close to the ground with minimal velocity
squared energy -- it's ok to bring them up so as to get down out of
ground effect and be able to use the brakes.
If you want to really polish short field stuff, make a pass or two
over the runway in slow flight, within a foot or so of touchdown. . If
you do that and feel comfortable, cut the power. The airplane will
touch down right now, and you'll probably drag the tail skid a bit.
What I've suggested is not conventional, but it works for us.
D Ramapriya
>
> The wrong place to lose energy on a short field is in the flare. Get
> it slow on short final. Also, although probably not in your manual,
> once on the ground get the flaps up -- it puts more weight on the
> landing gear and braking is more effective.
One of my abiding mysteries (probably my first ever post on RAP was on
this yonks ago)... why don't pilots retract flaps immediately
following touchdown and increase weight on the tires for better
braking? Over the years, I've been told that (a) the flaps take far
too long to retract to be beneficial and (b) the drag they produce is
generally more efficient than the corresponding tire braking benefit.
IIRC Bob Moore once told me that on the 727, he always retracted flaps
upon touchdown at the head of the landing roll.
> When I want the wheels on
> the runway quickly I bring up the flaps late in the flare (verify
> three times you're touching flaps, not gear!)
In the aircraft flight decks I've seen, the landing gear is amid the
glare shield and flaps abeam to the pilot on the pedestal!
Ramapriya
Mike Ash
<f388e745-4124-41be...@p28g2000vbi.googlegroups.com>,
D Ramapriya <d.ram...@gmail.com> wrote:
> On Nov 23, 1:10�am, a <papp...@gmail.com> wrote:
> >
> > The wrong place to lose energy on a short field is in the flare. Get
> > it slow on short final. Also, although probably not in your manual,
> > once on the ground get the flaps up -- it puts more weight on the
> > landing gear and braking is more effective.
>
> One of my abiding mysteries (probably my first ever post on RAP was on
> this yonks ago)... why don't pilots retract flaps immediately
> following touchdown and increase weight on the tires for better
> braking? Over the years, I've been told that (a) the flaps take far
> too long to retract to be beneficial and (b) the drag they produce is
> generally more efficient than the corresponding tire braking benefit.
The only reason I don't retract flaps after touchdown is because I
constantly forget to....
It's very helpful in my glider to do this. Not only does it put weight
on the tire and prevent lifting off again, but it also greatly improves
roll control due to how the flaps and ailerons are linked, which is
important on the ground roll for something with just one tire. And it's
effective immediately because the flaps are directly actuated by the
flap handle, so it takes literally half a second to put them all the way
up. Trouble is, most of the time I don't remember to do this until long
after I've rolled to a stop.
--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon
a
> On Nov 22, 1:21 pm, "Flaps_50!" <morefl...@gmail.com> wrote:
>
> > This can be achieved by making use of
> > the back side of the power curve. Try to really land within the short
> > field specs of the plane i.e. to get her down and stopped by a certain
> > point on the runway.
>
> power curve flaps. Stall horn was going strong on both landings. Any
> slower airspeed and I would have plunged to the ground.
>
> I think your second sentence is the answer, NOT the first one to
> correcting the problem I encountered in the video. Problem as I
> replied to A was that I was intimidated by the real deal 50 foot
> obstacle (AKA trees) causing me to make a steeper then normal descent.
>
> I plan to go back and try this again to keep practicing :-)
The thing you may be missing is you are used to flying a certain glide
slope, probably defined by the VASI. On a short field for me at least
the final approach over the obstruction to flare is MUCH steeper. I'm
trading off comfort and some margin for a very short roll-out.
About early flap retraction -- you may have been higher than me when
you brought them up -- also mine are powered, it takes seconds for the
Mooney's to retract, and the M20's wings are very low, ground effect
is there even with flaps up. Doing it my way may only buy 50 feet of
runout -- never tested that, but I know now the nature of the next
flying skills wager that'll happen between me and my flying buddies.
It will have to do with how close to the runway turnoff can we land
and still make the turn. I can see myself dragging it in, hanging on
the prop way on the back side of the power curve, touching down on the
tail skid. I guess we'd have to agree the airplane should be usable
after the landing for the landing to be valid, and no swing wings or
arresting cables allowed (one buddy is ex Navy, he misses the tail
hook).
It could be an expensive way to win a 'burger and a coke.
a
> On Nov 23, 11:43 am, a <papp...@gmail.com> wrote:
>
> > The thing you may be missing is you are used to flying a certain glide
> > slope, probably defined by the VASI. On a short field for me at least
> > the final approach over the obstruction to flare is MUCH steeper. I'm
> > trading off comfort and some margin for a very short roll-out.
>
> does make a mess of visual approaches and it's nuances.
>
> Generally I don't miss the VASI or PAPI, as that is how I learned )
> keeping the bug spot on the numbers), but what I haven't had much
> practice "for real reasons" is that 50 foot obtacle clearance.
>
> Imaginary trees not quite as "intimidating" when the real deal trees
> tend to block the lights at approach end of the runway on a low glide
> path. :-) and I really didn't feel that low coming into M23 as I would
> have made the runway (without the trees) had the fan quit. The last
> short field airport I went to was 2700 foot and it was much easier
> since there were no obstacles.
>
> So in a nutshell, short fields I can hang with, it's that extra
> variable having trees :-) that give it a little extra slam dunking
> challenge for me.
I can pretty much assure you if you get slow with a steep approach
angle the trees will be less a mind games problem. Come in at a
steeper approach angle, aim for touchdown 1200 feet short of the
turnoff -- you'll be surprised at how easy the short field technique
is. 2700 feet is simply not a short field, I'd be aiming to touch down
1500 feet from the turn off in a routine landing. If you go slower in
effect you'll be flying an approach angle a 172 with some flaps
deployed flies, and if it feels dicey the first couple of times
there's plenty of room for pitching down a bit. Try it at 2000 feet
agl, get a bit slower, then watch airspeed and rate of descent. You're
apt to be surprised at how comfortable you'd be at something a lot
more than 3 degrees.
A final not-in-the-book technique is to carry a bit of a slip down the
center line -- much easier if there's a cross wind -- but the Mooney,
normally a very clean airplane, turns into a pig when flown a bit
sideways.
All of this, of course, assumes one is very familiar with the
airplane. I am very comfortable closer to the edge in my airplane than
I would be in something like a 172, which is a much more forgiving
airplane, unless I had a bunch of recent hours in it. I would not do
any of the things I mentioned with a non pilot aboard, and even with
one who's not a CFI I'd be doing a lot of talking to avoid having the
right hand seat badly stained. After all, I have to get out of the
airplane over that seat.
Had a thought -- be fun to do some of those things with some of the
pseudo pilots who post here aboard. My pre flight check list would
include the challenge "Depends?" with the required response "On".
a
> On Nov 23, 3:53 pm, a <papp...@gmail.com> wrote:
>
> > A final not-in-the-book technique is to carry a bit of a slip down the
> > center line -- much easier if there's a cross wind -- but the Mooney,
> > normally a very clean airplane, turns into a pig when flown a bit
> > sideways.
>
> it had I had some time for a third or fourth approach. I can get
> outstanding sink rate with my Sundowner slipping, just seems it's all
> or nothing. Either it doesn't want to stop flying (as in the video)
> or drops like a man hole cover.
>
> Looking at the raw video, on my taxi back to 13, I counted 7 white
> centerline stripes of which 5 were before the taxiway turnoff. Maybe
> somebody can calculate the actual distance it took me to do a 180 in
> the middle of the 7th stripe? http://www.airnav.com/airport/M23has a
> good picture of the airport and 13 is the left side of the airport
> where I landed.
>
> Second landing took longer to stop but I landed pretty close to where
> the first landing was.
>
> For me.....
>
> It's finding that happy medium with power adjustments for me. Nose
> probably like your Mooney points down with flaps deployed so balancing
> that heavy nose with my stabilator at slow speeds gets rather dicey as
> when I get behind the power curve, I start losing that stabilator
> authority.. Not sure about Mooneys, but I am very forward CG so when
> I deploy flaps, my ASI actually will increase slightly due to the
> pitch down movement until drag kicks in..
>
> I agree 2700 really not short but it's short relative to this pilots
> experience. :-) and even in the video, I had it stopped well within
> 2000 feet (or less). I just need much more practice around trees!
>
> Never thought of depends as a preflight checklist! I should add it LOL
Not wanting to abuse dead horses here, but may I suggest you think a
little bit differently about runways? Don't consider them starting on
the numbers, think about them starting a comfortable distance from
your turn off point -- say, 2000 feet short of it. Then all runways in
your mind's eye are 2000 feet long, with perhaps a mile of over- run
or lead in. You'll fly more and taxi less. More importantly, you'll be
getting off the active sooner, which once every 500 years might save
your life. One caution -- if you're landing at an uncontrolled airport
with a long runway and there's someone at the threshold, be careful. I
tend to fly the approach in that circumstance so that my airplane is
where that pilot might be looking (rather than much higher), then add
power and fly the extra 500 feet (or whatever) down the runway before
touching down.
These are all really minor things, it's asking the usual questions
about what might be done better, and refining techniques. That is
really are what we should look for on RAP: Dudley was the model for
giving that kind of information.
Mark
>
> - Show quoted text -
I find this type of information to be very useful,
and enjoyable to read...at 4 in the morning when
I'd like to be in the air.
Thnx, Mark
Flaps_50!
> On Nov 22, 1:21 pm, "Flaps_50!" <morefl...@gmail.com> wrote:
>
> > the back side of the power curve. Try to really land within the short
> > field specs of the plane i.e. to get her down and stopped by a certain
> > point on the runway.
>
> power curve flaps. Stall horn was going strong on both landings. Any
> slower airspeed and I would have plunged to the ground.
Try this: get the nose way up and add say 1/2 power. You've trimmed
for airspeed now with this high attitude so control airspeed with
power and aim point with elevator. You'll be amazed at your approach
angle in this very high drag config. If the stall peeps just open the
throttle a bit and keep that aim point fixed all the way down. Get
used to flying on the throttle with almost second by second subtle
power changes. Now you drop speed by reducing throttle on very short
final to say 10k over Vs. As you round out/flare you will shed energy
very fast as you simultaneously chop the throttle - you should be less
than 3' AGL. The plane will settle firmly onto the mains in a _very_
high nose angle but that's what you want -all the weight on the mains
and no energy left.
Lots of drag is here to slow you down:
The wing really is deeply stalled.
Nose super high adding fuse drag
Lots of elevator trying to keep nose wheel off (the elevator should
end up all the way back -adding even more drag)
With all weight on the mains make those wheels squeal (but don't lock
up)!
The nose wheel only touches when YOU can't keep it off but don't relax
that back elevator -think drag and weight on the mains.
When you do this a few times you will realize that all sorts of new
places are potential landing spots. If you are not comfortable with
the backside of the power curve practice this type of descent at
altitude and note the VSI. Gradually get lower as you get used to the
method and the way your baby responds to throttle.
I'm not an instructor so I could be talking rubbish (perhaps I'm not a
real pilot ;-) One last thing: I learnt from tail dragging -the
landing is NOT over 'til the plane is stopped.
YMMV
Cheers
a
Coming down on the back side of the power curve works -- what I'm not
sure about is if aerodynamic losses are as effective as braking once
the airplane has weight on the mains. The more weight the more
effective are the brakes. In the end, we may be talking talking about
a difference of 10 or 20 feet in rollout one way or the other. For
what it's worth, powered slow flight deep in the flare ALWAYS drags
the Mooney's tail skid, then that contact pitches the mains down very
firmly! It feels as if it's dropped on from a foot above the runway.
I'd rather land with the nose still coming up with some elevator left,
but on the other hand never had land off field. I suppose if some
condition forced that I'd do what I had practiced rather than
experiment with something else. The theme of this thread has changed
into encouraging us all to do that practice.
You hinted at tail dragger experience so you would NOT be welcome to
take part in that short field hamburger bet I mentioned earlier
unless your taildragger is a DC 3. . It would be a lot easier just to
send you a gift certificate to Ruby Tuesday's.
Flaps_50!
Initiatially the aerodynamic factoers are more important, but keeping
the nose wheel off for as long as possible maximizes braking. Then
again I would bow to higher authority.
>The more weight the more
> effective are the brakes. In the end, we may be talking talking about
> a difference of 10 or 20 feet in rollout one way or the other. For
> what it's worth, powered slow flight deep in the flare ALWAYS drags
> the Mooney's tail skid, then that contact pitches the mains down very
> firmly! It feels as if it's dropped on from a foot above the runway.
> I'd rather land with the nose still coming up with some elevator left,
> but on the other hand never had land off field.
OK. An additional factor is on a rough field the nose wheel is a weak
point so keeping it off may prevent firewall damage.
> I suppose if some
> condition forced that I'd do what I had practiced rather than
> experiment with something else. The theme of this thread has changed
> into encouraging us all to do that practice.
>
As I see it, being good at short field is a good idea. The iron fairey
can quit at any time... Being able to drop the plane into a small area
adds a lot to my confidence...
> You hinted at tail dragger experience so you would NOT be welcome to
> take part in that short field hamburger bet I mentioned earlier
> unless your taildragger is a DC 3. . It would be a lot easier just to
> send you a gift certificate to Ruby Tuesday's.
AlI can say is that tail dragging turned my landings from average into
much better than that. I recommend it!
Cheers
a
> On Nov 25, 3:31 am, "Flaps_50!" <morefl...@gmail.com> wrote:
>
> > AlI can say is that tail dragging turned my landings from average into
> > much better than that. I recommend it!
>
> the outside world. I have done both and speak from experience.
>
> Please preface statements like the above with such caveats as I don't
> think A is aware you are not talking from experience of flying a real
> plane nor hold a PPL.
I have no way of knowing the credentials of anyone who posts here, but
we should be intelligent enough to decide if suggestions make sense to
us, even if coming from non-pilots. There are zip lock bags in my
airplane because they are great for people who unexpectedly get motion
sick, and that idea came from a pax who carried some of those, just in
case.
Jeffrey Bloss
You need to STFU, Mr. Flight Sim King with no certification.
--
_?_ Outside of a dog, a book is a man's best friend.
(@ @) Inside of a dog, it's too dark to read.
-oOO-(_)--OOo-------------------------------[ Groucho Marx ]--
grok! Devoted Microsoft User
Flaps_50!
You are clearly below average intelligence because you presume I'm not
a qualified pilot. A real pilot would know that my advice doesn't come
from simming.
Cheers
Flaps_50!
>
> Saying that he has landed a tail dragger is another or that his
> landings have improved without full disclosure is a diservice to those
> who may not "know the full story" (readers coming to here for the
> first time). :-) How can he recommend something he has never done in
> real life? One shoe doesn't fit all.
>
Well I think that makes me a more experienced pilot that you 'cos I do
fly a real aerobatic tail dragger and my landing are really quite good
-even tho' I do say so myself (but I still think there's room for
improvement). Listen to my advice -there's real world knowledge
there.
Cheers
Morgans
"Flaps_50!" <more...@gmail.com> wrote
You are clearly below average intelligence because you presume I'm not
a qualified pilot. A real pilot would know that my advice doesn't come
from simming.
What you have written here has made it painfully obvious that you are not a
real qualified pilot. Quit trying to impress everyone, and fess up.
Better yet, just move on to some other group.
--
Jim in NC
Jeffrey Bloss
>>> I'm not an instructor so I could be talking rubbish (perhaps I'm not a
>>> real pilot ;-) One last thing: I learnt from tail dragging -the
>>> landing is NOT over 'til the plane is stopped.
>>
>>> YMMV
>>
>> You need to STFU, Mr. Flight Sim King with no certification.
>> --
>
> You are clearly below average intelligence because you presume I'm not
> a qualified pilot. A real pilot would know that my advice doesn't come
> from simming.
>
> Cheer
Here's the way this works. When you post, you expose yourself.
You're so exposed I afear that you will die from it.
Now toddle on back to your joystick and up up and away, FX King!
Franklin
> On Thu, 26 Nov 2009 00:00:08 -0800 (PST), Flaps_50! wrote:
>
>>>> I'm not an instructor so I could be talking rubbish (perhaps I'm not a
>>>> real pilot ;-) One last thing: I learnt from tail dragging -the
>>>> landing is NOT over 'til the plane is stopped.
>>>
>>>> YMMV
>>>
>>> You need to STFU, Mr. Flight Sim King with no certification.
>>> --
>>
>> You are clearly below average intelligence because you presume I'm not
>> a qualified pilot. A real pilot would know that my advice doesn't come
>> from simming.
>>
>> Cheer
>
> Here's the way this works. When you post, you expose yourself.
Please stop exposing yourself.
Flaps_50!
> "Flaps_50!" <morefl...@gmail.com> wrote
>
> You are clearly below average intelligence because you presume I'm not
> a qualified pilot. A real pilot would know that my advice doesn't come
> from simming.
>
> What you have written here has made it painfully obvious that you are not a
> real qualified pilot. Quit trying to impress everyone, and fess up.
>
>
You ARE AN IDIOT.
Cheers
Flaps_50!
> On Nov 26, 2:10 am, "Flaps_50!" <morefl...@gmail.com> wrote:
>
> > Well I think that makes me a more experienced pilot that you 'cos I do
> > fly a real aerobatic tail dragger and my landing are really quite good
> > -even tho' I do say so myself (but I still think there's room for
> > improvement). Listen to my advice -there's real world knowledge
> > there.
>
>
> Why don't you post some of your real world landings outside a desktop
> computer so we can give you our analysis since you think you have room
> for improvement. Any $50 digital camera will do the trick and You
> Tube offers free hosting.
I'll think about it, but my ego doesn't reside in posting videos. As
for analysis of my short field I have nothing to learn form you, quite
the opposite really. Can you tell us all why a 3000' sealed runway is
a short field for a sundowner?
Cheers
Flaps_50!
> On Thu, 26 Nov 2009 00:00:08 -0800 (PST), Flaps_50! wrote:
> >>> I'm not an instructor so I could be talking rubbish (perhaps I'm not a
> >>> real pilot ;-) One last thing: I learnt from tail dragging -the
> >>> landing is NOT over 'til the plane is stopped.
>
> >>> YMMV
>
> >> You need to STFU, Mr. Flight Sim King with no certification.
> >> --
>
> > You are clearly below average intelligence because you presume I'm not
> > a qualified pilot. A real pilot would know that my advice doesn't come
> > from simming.
>
> > Cheer
>
> Here's the way this works. When you post, you expose yourself.
>
> You're so exposed I afear that you will die from it.
>
> Now toddle on back to your joystick and up up and away, FX King!
> --
Troll troll troll your boat fat boy.
Cheers
Jeffrey Bloss
>>> Well I think that makes me a more experienced pilot that you 'cos I do
>>> fly a real aerobatic tail dragger and my landing are really quite good
>>> -even tho' I do say so myself (but I still think there's room for
>>> improvement). �Listen to my advice -there's real world knowledge
>>> there.
>>
>> I'll call you on this.
>>
>> Why don't you post some of your real world landings outside a desktop
>> computer so we can give you our analysis since you think you have room
>> for improvement. �Any $50 digital camera will do the trick and You
>> Tube offers free hosting.
>
> I'll think about it, but my ego doesn't reside in posting videos.
lol
OK, OK, you're certificated...but you don't know how to use a camera. I
got it now.
LOL
Morgans
"Flaps_50!" <more...@gmail.com> wrote
> You ARE AN IDIOT.
Really good comeback.
You are a troll, a non-pilot, and a nusance in this newsgroup. Go play
somewhere else.
--
Jim in NC
Flaps_50!
> On Nov 27, 2:27 am, "Flaps_50!" <morefl...@gmail.com> wrote:
>
> > I'll think about it, but my ego doesn't reside in posting videos.
>
> Good Year blimp If your ego is big enough to make comments on my
> short field landings, then you should be good enough to demonstrate to
> the readership your skills. After all you said.
>
> >Well I think that makes me a more experienced pilot that you 'cos I do
> >fly a real aerobatic tail dragger and my landing are really quite good
>
> Otherwise you really don't know, and YOU DON'T fly a real plane, do
> you? Your landings are not quite good since you don't land a real
> airplane.
>
> >As for analysis of my short field I have nothing to learn form you, quite
> > the opposite really. Can you tell us all why a 3000' sealed runway is
> > a short field for a sundowner?
>
>
> Because I don't need to. What difference does it make whether I land
> it in 2000 feet or 3000 feet on a 4444 foot runway? What difference
> does it make when 99.9 percent of my airports I fly to have 4000 foot
> or longer runways on routine cross country flights.
>
> The entire runway in front of me is mine until I clear it. Anybody
> behind me will just have to go around if I am not cleared it. I don't
> need to be a hero for anybody behind me in preventing a go around.
> This privilege is backed by FARS / AIM even at airports with LAHSO
> operations where I don't have to accept them.
>
> Most importantly, why should I push the safety envelope THAT I
> DETERMINE as PIC, The aircraft manufacturer determines the aircraft
> minimums, NOT THE PIC's minimums.
>
> You apparently fail to understand the human nature of flying so you do
> have LOTS TO LEARN FROM ME.
I don't think so. You can't do aerobatics, land a tail dragger or even
do a good short field landing. You are just looking foolish. If you
had the smarts you would realize I don't play with MSX -the evidence
is actually here...
As an example, everybody can swing at a
> 90 mph fast ball, but not everybody will hit the ball. Same with
> landing an airplane. Everybody can try
> to shoe horn a plane into the minimums that the manufacturer
> determines but not everybody can do it. I determine as PIC what is
> safe, not the manufacturer.
I think you should think about that statement. Why is a POH required
and what are operating limitations?
> There is no room for error when you final
> approach speed is faster then most highway speeds.
>
Aha the macho complex emerges!
> If you think MSFX simulates short field landings, you are sadly
> mistaken. You apparently haven't been near a tree in a real plane to
> understand exactly what I am talking about.
Don't be a twit, you have no idea of the surroundings and conditions I
fly in. Look, wipe the spittle of your screen and take advice and
learn to do a short field landing properly, it may save your life. A
good pilot does not assume that the only place to land is a 4000'
strip or a field of similar dimensions. You may get EF anywhere and
may only have a parking lot or football field available. Take some
short field lessons.
Cheers
Flaps_50!
> On Fri, 27 Nov 2009 00:27:11 -0800 (PST), Flaps_50! wrote:
> >>> Well I think that makes me a more experienced pilot that you 'cos I do
> >>> fly a real aerobatic tail dragger and my landing are really quite good
> >>> -even tho' I do say so myself (but I still think there's room for
> >>> improvement). Listen to my advice -there's real world knowledge
> >>> there.
>
> >> I'll call you on this.
>
> >> Why don't you post some of your real world landings outside a desktop
> >> computer so we can give you our analysis since you think you have room
> >> for improvement. Any $50 digital camera will do the trick and You
> >> Tube offers free hosting.
>
> > I'll think about it, but my ego doesn't reside in posting videos.
>
> lol
>
> OK, OK, you're certificated...but you don't know how to use a camera. I
> got it now.
>
No, I don't own a video camera and don't want one. I'd rather have
another helicopter lesson.
Cheers
Jeffrey Bloss
> I don't think so. You can't do aerobatics, land a tail dragger or even
> do a good short field landing. You are just looking foolish. If you
> had the smarts you would realize I don't play with MSX -the evidence
> is actually here...
LOL
LOL
Jeffrey Bloss
> Don't be a twit, you have no idea of the surroundings and conditions I
> fly in.
I only have one question.
Is your house air conditioned or not? lol
Flaps_50!
> "Flaps_50!" <morefl...@gmail.com> wrote
>
> > You ARE AN IDIOT.
>
> Really good comeback.
>
> You are a troll, a non-pilot, and a nusance in this newsgroup. Go play
> somewhere else.
> --
Hey Jimmy, why do you keep making errors of judgment?
Cheers
Jeffrey Bloss
Jeffrey Bloss
>>> I'm not an instructor so I could be talking rubbish (perhaps I'm not a
>>> real pilot ;-) One last thing: I learnt from tail dragging -the
>>> landing is NOT over 'til the plane is stopped.
>>
>>> YMMV
>>
>> You need to STFU, Mr. Flight Sim King with no certification.
>> --
>
> You are clearly below average intelligence because you presume I'm not
> a qualified pilot. A real pilot would know that my advice doesn't come
> from simming. Proof below!
LOL LOL LOL
Morgans
"Flaps_50!" <more...@gmail.com> wrote
Hey Jimmy, why do you keep making errors of judgment?
Last comment.
Prove me wrong. You can't.
--
Jim in NC
Jeffrey Bloss
Flaps_50!
> On Fri, 27 Nov 2009 11:13:39 -0800 (PST), Flaps_50! wrote:
> > On Nov 28, 5:26 am, Jeffrey Bloss <jeffreybl...@gmail.com> wrote:
> >> On Fri, 27 Nov 2009 00:27:11 -0800 (PST), Flaps_50! wrote:
> >>>>> Well I think that makes me a more experienced pilot that you 'cos I do
> >>>>> fly a real aerobatic tail dragger and my landing are really quite good
> >>>>> -even tho' I do say so myself (but I still think there's room for
> >>>>> improvement). Listen to my advice -there's real world knowledge
> >>>>> there.
>
> >>>> I'll call you on this.
>
> >>>> Why don't you post some of your real world landings outside a desktop
> >>>> computer so we can give you our analysis since you think you have room
> >>>> for improvement. Any $50 digital camera will do the trick and You
> >>>> Tube offers free hosting.
>
> >>> I'll think about it, but my ego doesn't reside in posting videos.
>
> >> lol
>
> >> OK, OK, you're certificated...but you don't know how to use a camera. I
> >> got it now.
>
> > No, I don't own a video camera and don't want one. I'd rather have
> > another helicopter lesson.
>
> > Cheers
>
> No need, Flappers, you and Franklin are *OWNED*
>
Only in your (wet) dreams. LOL
Cheers
Jeffrey Bloss
> Only in your (wet) dreams. LOL I'm a *REAL* pilot, I swear.
>
> Come see! It's free!
<snicker>
Franklin
> On Fri, 27 Nov 2009 00:27:11 -0800 (PST), Flaps_50! wrote:
>
>>>> Well I think that makes me a more experienced pilot that you 'cos I
>>>> do fly a real aerobatic tail dragger and my landing are really
>>>> quite good -even tho' I do say so myself (but I still think there's
>>>> room for improvement). �Listen to my advice -there's real world
>>>> knowledge there.
>>>
>>> I'll call you on this.
>>>
>>> Why don't you post some of your real world landings outside a
>>> desktop computer so we can give you our analysis since you think you
>>> have room for improvement. �Any $50 digital camera will do the trick
>>> and You Tube offers free hosting.
>>
>> I'll think about it, but my ego doesn't reside in posting videos.
>
> lol
>
> OK, OK, you're certificated...but you don't know how to use a camera.
> I got it now.
>
Blossom, your games are becoming too obvious.
First find someone on the group who seems to know only a flight
simulator. Then blast them for no real life experience. Repeat
endlessly until everyone gets the impression you're a real pilot who is
angry at sims.
Surely it is time for you to post under a different nym.
a
wrote:
Here, he and others can pretend to be superior but "By their content
ye shall know them". The demonstrated aviation knowledge to blabber
ratio is pretty low in the opinion of -- let me check; yes!, here it
is --someone who has a piece of plastic issued by the FAA that says I
hold a pilot's certificate with appropriate ratings.
RAP had been on its last legs but was showing signs of gaining some
reasonable content then it attracted the usual 'look at me, I can
spell airplane' jerks. Oh well, some of us are lucky enough to have
real pilots with real life experiences we can talk with.
I'll save the ingnoranus a post:
lol
Jeffrey Bloss
"a", er, you're talking to "Franklin"slime, a known forger, psychopath
and...lol...excuse me, carry on.
You two will get along together just dandy. lol
Nicodemus
@news.eternal-september.org:
> You two will get along together just dandy. lol
I wonder
Franklin
Blossom probably wheedled his way into getting rides in a private plane
but AIUI his aviation is largely confined to radio-controlled model
aircraft. A Google on posts by "Bob Adkins" can confirm it.
He seems a reasonably good hobby mechanic but forgets to contain his
expertise to where it belongs.
The poor sock seems to have missed his chances in life. So now we get
his overblown stuff about how great he is, what he's done, what he
thinks, who he hates and so on.
Morgans
"Flaps_50!" <more...@gmail.com> wrote
Hey Jimmy, why do you keep making errors of judgment?
Last comment.