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1. DON'T trust your airspeed indicator till you've tested and calibrated it. 2. On the first take-off, pull back moderately and note the speed at which it rotates and takes off according to that airspeed indicator. 3. At a high, safe altitude, do "stall" testing. Find out the minimum power-off speed of the plane according to that airspeed indicator. 4. Use approximately 1.3 times minimum flying speed according to that airspeed indicator (power-off) for your approach. That'll give you a moderately steep approach about the same as 30 degrees of flaps on a Cessna 172. 5. If there's a headwind, you can extend your glide some by speeding up. 6. You can shorten your glide considerably (from the 1.3 * minimum speed) if you fly slower. In fact you can develop an alarming sink. If you lower the nose with sufficient altitude to get back enough speed to flare, that sink can be well used. You can sink like a Cessna 172 with 40 degrees of flaps or like a Tri-Pacer - and that's a LOT of sink. 7. Best rate of climb is somewhere around or a little above 1.3 times minimum speed if I remember the rule from the book 25 years ago. Best angle of climb is a little bit slower, closer to minimum speed. 8. All speed values are according to that airspeed indicator. Both Helmut and I have had airspeed indicators showing 20+ miles an hour high. ==^================================================================ This email was sent to: [EMAIL PROTECTED] EASY UNSUBSCRIBE click here: http://topica.com/u/?aVxiLm.aVzvvT Or send an email to: [EMAIL PROTECTED] T O P I C A -- Register now to manage your mail! http://www.topica.com/partner/tag02/register ==^================================================================
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