Recent content by wishboneash

Oops.. message got cut off.. After completing run up one needs an additional clearance to the departure runway as there are jets entering and leaving the taxiways. It was an interesting experience.. Sent from my ONEPLUS A3000 using Tapatalk

I was at KSNA recently and hadn't been to a busy class C in a while. Ground asked me to taxi to "Runup". I didn't realise at the time that the runup area is half way down Sent from my ONEPLUS A3000 using Tapatalk

Airport boundary

I tend to agree. The crab is aerodynamically no different than normal flight. The slip configuration has a different drag coefficient and whether the difference in energy dissipated due to a longer path or a different drag value is a simulation exercise.

Darn, I have been stupid. :mad2: The answer is of course (c)! The headwind component significantly reduced as wind went from 270 to 180. I was somehow thinking of going from an initial 0 headwind to a 5kt direct xwind. The difference between the slip and crab has to do with the drag difference...

How did you get a higher ground speed if your track is 270 and the wind is 90 deg from your left (180)? You will need to turn slightly into the wind (lets say heading 265), losing some ground speed. If you put this into a calculator and reduce your TAS to something really small, you will see the...

Hardware (IC design). For about 25 years.

Both (b), but can't tell for sure if slip or crab/kick will be more "efficient". Intuitively, the slip seems to be more efficient from a drag point of view hence closer to the original landing spot.

I had the experience of flying for about an hour or so in solid IMC when returning from Seattle to the SF Bay area. There was no auto pilot, so one had to be focused on instruments. I could not climb out of it due to icing (around Thanksgiving). Reaching middle of Oregon, it began to clear up.

I am sure Tesla could provide a lighter and more powerful motor to Pipistrel.

Shoes and jeans for me from flying the airlines to my own plane. No exceptions.

I have not been able to find the old approach plates online, but the GTN-650 simulator still has the waypoints. It is LBH-MASGD-1300 (MDA) - BTG. The MA procedure seems to be a climbing left turn to BTG VOR, just like the current RNAV approach. The altitudes, I am not so sure. The MDA appears to...

I was the one speaking about both the old NDB and the current RNAV approach. The GTN-650 simulator has the old NDB approach - so one can see the fixes, but no step-down information.

Here it is

I flew the RNAV approach a week ago. There are quite a few obstructions one has to be careful about. The circle to land is tricky for 25 (left traffic) due to the bluff close by on downwind. Fltplan didn't have the approach georeferenced for some reason. I wrote to them and they plan to fix it...