Frederic Bouvier writes: > I am trying to avoid to fly on the afternoon in summer. It even happened > that my head hit the top of the canopy. I wouldn't imagine what could > happen if I'd forgot to fasten my seat belt.
Been there -- I bruised my head on the roof of my Warrior during a practice instrument approach one afternoon. When I'm flying VFR, I can stay high and then come in on a fairly steep approach path, limiting my time in the worst of the turbulence; IFR, I'm stuck at the ridiculously low step-downs and approach slopes designed for big airliners. In real-life, the kind of low IFR that I can fly in safely tends to be fog, which means calm air, so the real problem is flying under the foggles on VFR days. > I noticed that it is more difficult to maintain straight and level with > low powered planes (100hp) than with more powerful planes. My Warrior is more stable in turbulence than a 172 at the same weight and hp -- I think it's because the wing loading is higher (hence, the slightly higher stall speed as well). > I often have to maintain the stick frankly on the left ( with no > trim ) to avoid the plane to tilt. And with a heat bubble hitting > only one wing on occasion, you are assured to get sensations. In a Cherokee (and most or all other low-wings), you have no choice but to burn fuel from one tank at once -- I always start with the left tank when I'm flying alone. Since the fuel is further out on the roll arm than you are, a little fuel can make a big difference for balance. I don't know how you feel about not using the "BOTH" setting in a Cessna, but for a long cross-country, it might be worth thinking about (just make sure you set a timer so that you don't forget to switch tanks). All the best, David _______________________________________________ Flightgear-devel mailing list [EMAIL PROTECTED] http://mail.flightgear.org/mailman/listinfo/flightgear-devel
