I had never seen so many custom vintage Corvettes in my life -
and they all brought [u]top[/u] dollar!
It's actually a great idea. Jack up the fiberglas body, junk the
old truck frame and suspension and brakes and engine, and
slide a new custom frame underneath with new Corvette LS
engine and transmission and differential and suspension and
brakes and steering.
Very little would be left of the original Corvette, which would
actually be a good thing. They drove like shit.
FOR THE LACK OF A NAIL...
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Colonel
- Posts: 3450
- Joined: Wed Apr 29, 2015 10:31 am
[quote]not sucking in a trike should transfer over to not sucking in a taildragger[/quote]
Yes, but over 90% of new pilots in nosewheel aircraft suck,
because either they don't care, or their instructor doesn't know
or care.
I couldn't actually care less about them landing in a crab. I just
wish they would control their airspeed on final, and not land on
the fucking nosewheel.
If they landed anywhere in the double digits, they wouldn't have
to lock up the brakes and flat-spot the tires to make the turnoff.
[quote]I just choose to give a crap about things[/quote]
At the risk of inflating your ego, you're a fucking unicorn, dude.
Yes, but over 90% of new pilots in nosewheel aircraft suck,
because either they don't care, or their instructor doesn't know
or care.
I couldn't actually care less about them landing in a crab. I just
wish they would control their airspeed on final, and not land on
the fucking nosewheel.
If they landed anywhere in the double digits, they wouldn't have
to lock up the brakes and flat-spot the tires to make the turnoff.
[quote]I just choose to give a crap about things[/quote]
At the risk of inflating your ego, you're a fucking unicorn, dude.
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Slick Goodlin
- Posts: 721
- Joined: Thu Jun 11, 2015 6:46 pm
[quote author=David MacRay link=topic=9454.msg26484#msg26484 date=1548006500]
Sorry, I was not trying to make you miss life for a week while watching the auction.
[/quote]
No worries. Come by for a burger this summer once I’m finally settled in the joint. The colonel might be on to something with this Vette plan of his, maybe by then I’ll have one in the garage to wrench on over some beers or something.
Sorry, I was not trying to make you miss life for a week while watching the auction.
[/quote]
No worries. Come by for a burger this summer once I’m finally settled in the joint. The colonel might be on to something with this Vette plan of his, maybe by then I’ll have one in the garage to wrench on over some beers or something.
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Slick Goodlin
- Posts: 721
- Joined: Thu Jun 11, 2015 6:46 pm
[quote author=David MacRay link=topic=9454.msg26495#msg26495 date=1548033622]
Burger?
[/quote]
It’s been a while since I made up a batch of taco burgers, come on by and give me an excuse to do it again.
Burger?
[/quote]
It’s been a while since I made up a batch of taco burgers, come on by and give me an excuse to do it again.
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Slick Goodlin
- Posts: 721
- Joined: Thu Jun 11, 2015 6:46 pm
[quote author=Colonel Sanders link=topic=9454.msg26488#msg26488 date=1548011056]
Yes, but over 90% of new pilots in nosewheel aircraft suck,
because either they don't care, or their instructor doesn't know
or care.
[/quote]
Learnin any skill is just a matter of making a change in yourself and real change can only come from within. To fix a problem like this I believe it’s first the attitudes that have to change. It’s not an easy thing to do but in the long run of all the options it’s probably the easiest. Some days I wish I was in a position to actually make these things better instead of just speculating, but most days I’m kind of glad I’m not.
[quote author=Colonel Sanders link=topic=9454.msg26488#msg26488 date=1548011056]
[quote]I just choose to give a crap about things[/quote]
At the risk of inflating your ego, you're a fucking unicorn, dude.
[/quote]
I refer you back to my motto: I’m not special. I may be unique but if I’m special then all hope is lost.
Yes, but over 90% of new pilots in nosewheel aircraft suck,
because either they don't care, or their instructor doesn't know
or care.
[/quote]
Learnin any skill is just a matter of making a change in yourself and real change can only come from within. To fix a problem like this I believe it’s first the attitudes that have to change. It’s not an easy thing to do but in the long run of all the options it’s probably the easiest. Some days I wish I was in a position to actually make these things better instead of just speculating, but most days I’m kind of glad I’m not.
[quote author=Colonel Sanders link=topic=9454.msg26488#msg26488 date=1548011056]
[quote]I just choose to give a crap about things[/quote]
At the risk of inflating your ego, you're a fucking unicorn, dude.
[/quote]
I refer you back to my motto: I’m not special. I may be unique but if I’m special then all hope is lost.
-
Tailwind W10
- Posts: 110
- Joined: Fri May 22, 2015 5:39 pm
[quote author=Colonel Sanders link=topic=9454.msg26488#msg26488 date=1548011056]
I just wish they would control their airspeed on final, and not land on
the fucking nosewheel.
[/quote]
I just wish they would control their airspeed on final, and not land on
the fucking nosewheel.
[/quote]
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JW Scud
- Posts: 252
- Joined: Sun Aug 14, 2016 12:44 am
[quote author=Colonel Sanders link=topic=9454.msg26420#msg26420 date=1547567006]
Here's a perfect Pitts approach and landing, flown by yours truly.
[url=[/url]
I turn base at 0:22. Note that at 0:29 I perform the crucial BELLY
CHECK which Budd Davison and I emphasize so strongly, is required
for a safe landing. I interrupt the continuous-descending U base
to final approach, with a wings-level look to the RIGHT to clear the
long final flown by Cessnas and Cherokees, etc.[/quote]
Sorry, I just couldn't resist and I know it is not you but,
https://airfactsjournal.com/2016/01/surviving-mid-air/
[i]
"I'm writing this story four days prior to the one-year anniversary of my midair collision on December 27, 2014.
It had been a very VFR day and I was cleared for takeoff from Runway 31 at KLNS (Class D) in Lancaster, Pennsylvania, returning to my home base KDMW (non-towered) in Westminster, Maryland. At approximately 3:30 pm local time and 15 miles from my destination, I switched from Potomac Approach (125.525) to the AWOS at KDMW. Winds 190 at 5, altimeter 30.18, sky clear below one two thousand.
I tuned to the CTAF (122.7) to get an idea of what was going on in the traffic pattern and verified Runway 16 was in use.
At ten miles out, to the east, I made my initial call announcing my position and intentions. There were two Cessna 172s doing pattern work, a 172 ten miles to the west and would be crossing mid-field to enter the downwind for 16. Another 172 was “going missed†on a practice VOR 34 approach and a Cherokee was departing the area to the east (the difference in our altitudes made him a no factor).
After two more radio calls and landing checklist complete, I was on the 45 degree entry to the downwind for Runway 16 with every light that the Cherokee 140B had on and flashing. Announcing my entry to the downwind leg, I had visual contact with all three of the 172s and their positions were again as reported. The remainder of my downwind leg and base leg were normal.
After turning final and adding the last notch of flaps, I gave the traffic pattern another look. Again, the 172s were in their positions. But now a small red aircraft had appeared in front of the other traffic traveling at a higher speed, but I considered him a no factor as he was just passing the midfield downwind and I was on final.
That concerned me because the only radio calls I’d heard were from the 172s. Did I miss his calls? Even during my years of flying ultralights, I’d always adhered to proper radio calls. Now, being on short final with the PAPI lights red over white wasn’t the time to worry about that.
At approximately 200 ft. AGL there was a thud and the 140B shuddered as a glimpse of red passed by my left-side window. Then a red airplane (type still unknown at that point) passed in front of my windscreen, hit the nose of my aircraft, and disappeared under my starboard wing, all in about three seconds.
I briefly wondered if the occupants of the other aircraft were alright, but my focus went back to my own situation.
A quick inventory found Mom in the right seat uninjured, no fuel, fire or smoke in the cockpit, both wings and the nose were intact, the propeller was stopped and visibly bent and the ELT was blaring. All I could see out of the windscreen was grass, and it was getting closer. I pulled back on the yoke and the flight controls were responsive, and recovered from the approximate 30 degree dive.
I wasn’t too concerned about instruments or gauges at that point and went for the that-looks-and-feels-about-right method, being cautious not to stall the airplane in my efforts to make the runway.
The landing was actually one of my better ones and I rolled out to the first taxiway and clear of the active. I was concerned about another aircraft landing on top of us. The timeframe from impact to coasting onto taxiway Echo was 90 seconds at the most. There hadn’t been enough time to utilize any of the practiced emergency procedures, no time for a possible engine restart or checklists.
I turned the fuel selector valve to off and made a CTAF call announcing there had been a midair collision over the approach end of Runway 16. After that the master switch and ignition switch were turned off and mixture to cut off.
It was time then to help good ol’ Mom out of the aircraft.
I made a phone call to the FBO to verify they’d received my radio call, and the necessary contacts were already being made.
Another 172 was taxiing to Runway 16 and, as I approached him, I remember telling myself not to be careless and don’t walk into his propeller. I went behind the wing strut and he confirmed that they’d seen everything. I jotted his tail number down as a witness, not knowing if I’d see him later on. The three 172s that were in the pattern all diverted and I felt bad that they were going to have to find a ride back home.
With my Cherokee out of the way and Mom in a safe spot, I could see the wreckage of the red airplane, a Pitts Special.
As I got closer, I saw that the canopy was slid back and the pilot was in good enough condition to exit the cockpit and get about 20 feet from the wreckage. He asked me to double check that he’d turned off the fuel valve and switches on the dash, and he had. There I saw the tiny dash panel with no radio, and his headset was a basic hearing protection type earmuff. I hadn’t missed his radio calls; he was NORDO.
He was complaining of severe lower back pain. My medical training consists of a CPR course about 30 years ago so I didn’t feel qualified to make any suggestions other than, “Try not to move until professional help arrives.†I stayed with him until the first police officer was on scene.
After making my way back to my own aircraft, I didn’t see any fuel leaking or anything that seemed like a potential safety issue, so I got Mom back inside and closed the door. There was no one I could call at the time who was available to come and pick her up. The sun had pretty much set and it was starting to get cold.
I surveyed the damage to my little 140B and found the propeller bent, spinner crushed, the nose bowl broken and had what appeared to be tire marks on it, a scrape/gouge on the pilot’s window and the fuselage skin directly over my head was caved in and torn."[/i]
[u][i][b]You can read the rest at the link above.[/b][/i][/u]
Here's a perfect Pitts approach and landing, flown by yours truly.
[url=[/url]
I turn base at 0:22. Note that at 0:29 I perform the crucial BELLY
CHECK which Budd Davison and I emphasize so strongly, is required
for a safe landing. I interrupt the continuous-descending U base
to final approach, with a wings-level look to the RIGHT to clear the
long final flown by Cessnas and Cherokees, etc.[/quote]
Sorry, I just couldn't resist and I know it is not you but,
https://airfactsjournal.com/2016/01/surviving-mid-air/
[i]
"I'm writing this story four days prior to the one-year anniversary of my midair collision on December 27, 2014.
It had been a very VFR day and I was cleared for takeoff from Runway 31 at KLNS (Class D) in Lancaster, Pennsylvania, returning to my home base KDMW (non-towered) in Westminster, Maryland. At approximately 3:30 pm local time and 15 miles from my destination, I switched from Potomac Approach (125.525) to the AWOS at KDMW. Winds 190 at 5, altimeter 30.18, sky clear below one two thousand.
I tuned to the CTAF (122.7) to get an idea of what was going on in the traffic pattern and verified Runway 16 was in use.
At ten miles out, to the east, I made my initial call announcing my position and intentions. There were two Cessna 172s doing pattern work, a 172 ten miles to the west and would be crossing mid-field to enter the downwind for 16. Another 172 was “going missed†on a practice VOR 34 approach and a Cherokee was departing the area to the east (the difference in our altitudes made him a no factor).
After two more radio calls and landing checklist complete, I was on the 45 degree entry to the downwind for Runway 16 with every light that the Cherokee 140B had on and flashing. Announcing my entry to the downwind leg, I had visual contact with all three of the 172s and their positions were again as reported. The remainder of my downwind leg and base leg were normal.
After turning final and adding the last notch of flaps, I gave the traffic pattern another look. Again, the 172s were in their positions. But now a small red aircraft had appeared in front of the other traffic traveling at a higher speed, but I considered him a no factor as he was just passing the midfield downwind and I was on final.
That concerned me because the only radio calls I’d heard were from the 172s. Did I miss his calls? Even during my years of flying ultralights, I’d always adhered to proper radio calls. Now, being on short final with the PAPI lights red over white wasn’t the time to worry about that.
At approximately 200 ft. AGL there was a thud and the 140B shuddered as a glimpse of red passed by my left-side window. Then a red airplane (type still unknown at that point) passed in front of my windscreen, hit the nose of my aircraft, and disappeared under my starboard wing, all in about three seconds.
I briefly wondered if the occupants of the other aircraft were alright, but my focus went back to my own situation.
A quick inventory found Mom in the right seat uninjured, no fuel, fire or smoke in the cockpit, both wings and the nose were intact, the propeller was stopped and visibly bent and the ELT was blaring. All I could see out of the windscreen was grass, and it was getting closer. I pulled back on the yoke and the flight controls were responsive, and recovered from the approximate 30 degree dive.
I wasn’t too concerned about instruments or gauges at that point and went for the that-looks-and-feels-about-right method, being cautious not to stall the airplane in my efforts to make the runway.
The landing was actually one of my better ones and I rolled out to the first taxiway and clear of the active. I was concerned about another aircraft landing on top of us. The timeframe from impact to coasting onto taxiway Echo was 90 seconds at the most. There hadn’t been enough time to utilize any of the practiced emergency procedures, no time for a possible engine restart or checklists.
I turned the fuel selector valve to off and made a CTAF call announcing there had been a midair collision over the approach end of Runway 16. After that the master switch and ignition switch were turned off and mixture to cut off.
It was time then to help good ol’ Mom out of the aircraft.
I made a phone call to the FBO to verify they’d received my radio call, and the necessary contacts were already being made.
Another 172 was taxiing to Runway 16 and, as I approached him, I remember telling myself not to be careless and don’t walk into his propeller. I went behind the wing strut and he confirmed that they’d seen everything. I jotted his tail number down as a witness, not knowing if I’d see him later on. The three 172s that were in the pattern all diverted and I felt bad that they were going to have to find a ride back home.
With my Cherokee out of the way and Mom in a safe spot, I could see the wreckage of the red airplane, a Pitts Special.
As I got closer, I saw that the canopy was slid back and the pilot was in good enough condition to exit the cockpit and get about 20 feet from the wreckage. He asked me to double check that he’d turned off the fuel valve and switches on the dash, and he had. There I saw the tiny dash panel with no radio, and his headset was a basic hearing protection type earmuff. I hadn’t missed his radio calls; he was NORDO.
He was complaining of severe lower back pain. My medical training consists of a CPR course about 30 years ago so I didn’t feel qualified to make any suggestions other than, “Try not to move until professional help arrives.†I stayed with him until the first police officer was on scene.
After making my way back to my own aircraft, I didn’t see any fuel leaking or anything that seemed like a potential safety issue, so I got Mom back inside and closed the door. There was no one I could call at the time who was available to come and pick her up. The sun had pretty much set and it was starting to get cold.
I surveyed the damage to my little 140B and found the propeller bent, spinner crushed, the nose bowl broken and had what appeared to be tire marks on it, a scrape/gouge on the pilot’s window and the fuselage skin directly over my head was caved in and torn."[/i]
[u][i][b]You can read the rest at the link above.[/b][/i][/u]
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