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Check out the cool aircraft restoration article by owner-restorer Mark van Wyk: The Restoration of 1968 Cessna C-150H N22507

In the event that any of the experienced pilots in the forum would like to contribute a student-targeted article for the website http:freepilotinfo.blogspot.com, please let me know. Contributions will be gratefully acknowledged and will appear under your byline. Thanks to everyone for all that...

My bad! Thanks, Dan!

Good reality check. Perhaps the SP was too consumed by his own self-importance thinking he knew theoretical physics too well to see he was screwing up on the basics. Thanks for setting me straight! (harry too.)

Neutral, per POH.

You generated wind (relative to the car)while you drove the car. You do not generate significant wind at taxi speeds so there is no additional wind vector to introduce. The situation is quite different during takeoff roll. Not only are you generating an additional wind vector, but the airplane...

I am sorry about the vectors, but please break down the scenario into infinitesimal time slots t0, t1, t2... tn separated by arbitrary distances d0, d1, d2... d(n-1), the sum of d1 through d(n-1) being much much less than the width of the wind front, which for argument's sake say is 2 miles...

But, but.. I got you guys! Joking apart, I get your point.

I don't think anything happens to the wind vector. With respect to the center of gravity of the airplane, it stays where it was. The reason is that the wind vector is applied over a much wider front than the length of the airplane, for any relative change in position of the airplane while...

In strictly a theoretical 90 degree crosswind, how will the aileron deflection make a difference at taxi speeds? The wind is near parallel to the control surface. If I look at the diagrams in the POH, they seem to leave the 90 degree crosswind situation not marked, like it is one that requires...

Greg, I have clarified on this forum earlier in answer to a direct question that I am a student pilot yet to solo. I am no instructor, and I have a disclaimer on my site saying that I do not intend to provide flight instruction. My site is meant for student pilots like me, who can learn from...

Dan, I certainly do that on early takeoff and late landing roll, and I used to do that on taxi, until I read somewhere (now I gotta go research where) that for exact sideways wind on taxi, neutral aileron is recommended. Do post if you find some reference -thanks!

Posted a new article for student pilots, titled "Remembering Correct X-Wind Taxi Technique"

See also Ron Levy's thread: Flying Near Wash DC - SFRA Training

Found another Powerpoint presentation - author unknown - titled "Flying in Special Use Airspace" and posted it for download here. Comments?

Thanks! I got a new perspective on things. I am in an area with hills, but they either fall just short of the Class D airspace, or the ridges are not high enough to restrict visibility for the airport I fly out of.

Um, now that you pointed it out, I see. Never thought of that. Thanks! The point still being that one is in controllers' visual range. - Niladri Free Info for Student Pilots

I agree that 'rolling" is extremely informal. There was tremendous debate after the Tenerife disaster (Pan Am and KLM), whether the word "takeoff" should be used by pilots while talking to the tower. The argument being that in an airport with multiple runways, some other pilot (potentially...

If one is acknowledging 'cleared to land', the scenario is obviously a controlled airport with an operating tower. Somebody has a piece of glass with green blips on it who knows if you are over Taco Bell. Mentioning the Rwy # is necessary so it confirms to ATC that you won't try to land atop...

Thanks for the tip! Very little effort turned up the following: 'Say Again?' - by Don Brown. - Niladri Free Info for Student Pilots