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Thread: Rumor of Light Sport Weight Limit Change

  1. #51
    robert l's Avatar
    Join Date
    Mar 2017
    Heath Springs, S.C.
    One of the instructors I had for my tailwheel endorsement finally blacked out the airspeed indicator because I kept looking at it on down wind, cross wind and final ! I didn't like it !

  2. #52

    Join Date
    Jul 2011
    Robert, I think when the army used to train pilots in Stearmans, they would cover the panel before the pilot soloed. You can fly by attitude of the nose re the horizon, and knowing the manifold pressure and/or rpm setting for different parts of the pattern. Its a teaching drill, may be usefull, especially for some types of planes .However, airspeed control is important especially for some airplanes. I have landed once with no airspeed indicator, and I did it ok but, I had hundreds of hours of pilot time in that airplane, so I know what the power settings, boost and rpm should be, and I also had a pace plane fly next to me on long final as a check that I was at 90knots and I had a good runway ahead of me. What happened was I took off at Connie Edwards gravel strip on his ranch near Abilene and just as I lifted off the airspeed went to zero. All else was normal, no engine problems, so I flew on to Breckenridge. After landing Nelson came out with a compressed air hose and blew into the rear of the pilot head and a small white rock spit out the front onto the ground.
    I wouldn't want to have to land a Mustang or jet without looking at the airspeed indicator, a good approach should be within 3 knots or so of ideal speed on short final,

  3. #53

    Join Date
    Aug 2011
    LOL, I flew my Nieuport without a pitot tube or static probe for six months and never missed having an ASI or an altimeter.

    Indeed, the only reason I put both in was simply to make them work to justify the expense of purchasing the instruments in the first place.

    The only thing I look at in the cockpit is the slip indicator, oil temp and oil pressure.
    The opinions and statements of this poster are largely based on facts and portray a possible version of the actual events.

  4. #54
    rwanttaja's Avatar
    Join Date
    Jul 2011
    Back when I was a young 'un, 16 years old and about 30 total hours, I rolled out the CAP Citabria for some touch-and-goes.

    The first takeoff was a bit weird. The airspeed indicator showed rather slow acceleration, but the engine was roaring and the plane was handling crisply.

    Things seemed normal on the downwind, though the speed was about 5-10 mph too slow.

    I turned base, then final, cuttin the power and looking for my ususal 75 MPH approach speed. The needle dropped to 75 MPH.


    It continued downward. I added forward stick. Speed kept dropping. I pushed forward more. No help. More. Nothing seemed to help; the airspeed indicator was heading towards a stall.

    I finally gave up...didn't dare to push forward any more. Truth be told, I kind of froze on the stick, mesmerized as the the needle dropped towards stall speed.

    It hit stall speed. Nothing happened, except the needle kept dropping.. It reached zero...and went THROUGH zero, like a clock running backward. It now was reading 220 MPH, and still dropping.

    What the hey?

    I skimmed the concrete, doing a touch-and-go with a bat outa hell speed. Power up, pitch up, and the airspeed began to rise.

    Marvelling at the phenomenon, I went around a couple more times.

    I landed, and when I taxied up to the tiedown spot, there was an older CAP senior member waiting.

    "I'm going to talk to your don't seem to be able to hold the airspeed indicator where it should be."

    They found a bug in the pitot line, partially blocking it and turning it into a poor-man's altimeter.

    A couple of days ago, I posted about the need for young pilots to fly, and to be allowed to make mistakes. I made several that day...the biggest one being not LANDING the plane when I realized something was wrong with it. But my instructor had given me a knowledge base sufficient to handle the basic emergency, and my flights without him on board had layered on sufficient skills to keep things under control.

    Ron Wanttaja

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