The International Cessna 170 Association

Another thing - I view them as "check" lists - in other words, if I'm by myself, I do the items from memory and then read the checklist quickly to myself to ensure I didn't miss something. If I have a passenger, I do it as challenge/response and have them read the item and I respond. 99% o...

Correct - SARSAT/COSPAS no longer monitors 121.5/243.0 or HF - only 406

Not that it matters for our GA aircraft, but the UHF guard frequency is 243.0 (not 246 - easy to remember: double 121.5)

I was under the impression that the 121.5/246 freq is now not monitored . Plus a lot of the 406 ELTS have the gps position system. I have done a check on my 406 ELT in some remote areas to ease my concerns and found the test satisfactory . The military still monitors 243.0 - every military UHF radi...

Again, those decisions and decision points are made and decided on the ground at 1G and 0Kts...eliminate as many variables as possible. The other thing is proficiency and knowing your plane. If you've never made a downwind landing, you're cheating yourself of valuable experience. And 20Kts of wind, ...

I just posted on the turn-back thread about my mentality. I have created my own checklist for my 170 that looks very long and complex to many other folks - one of the things before takeoff is "briefing". Even when it's just me, I mentally go through it all. The one thing I posted over ther...

Happy to see mental preparation as the #1 thing here. On every significant event (takeoff, landing, airdrop, etc.), I assume I am going to fail until I succeed. Every single time I roll onto a runway to takeoff in any aircraft, I assume I'm going to abort right up until I lift off. I assume I'm goin...

Foreflight. It is the standard of the industry. I brief at my own pace. It's tailorable. And filing is totally electronic. I get an acknowledgement and a briefing via email if I want it. I actually switched to foreflight a few years ago for this feature alone. I've been filing international flight p...

Which prop are you running again?

My plane is currently stored outdoors on grass. It has been primarily outdoors for most of the 5+ years I have owned it. I do have inside covers on the windows and it helps a ton. However, I'd be lying if I said sitting outdoors was generally helpful for my plane, its appearance, or its condition. I...

It sure would be a neat STC if it could be pulled off...I suspect it would be quite a lot of work to convert...still, I'd love to see it!!

JOe, it is my view that thrust from the engine/prop results in a forward “pull” at the front of the crankshaft. I “get” that prop-blast might be “felt” at the flaps. This prop-blast would result in one thing as far as flap is concerned: relative wind against the flaps...which would result in Lift a...

n2582d wrote: Now you just have to figure out how to convert the 170 from a control wheel to a stick. That would be a cool STC!

I'd buy it in a heartbeat! About the only improvement you could possibly make...other than a bigger engine.

(What’s the difference between IAS and TIAS? IAS is what we see on the instrument. TIAS accounts for installation error,** and Calibration error, .) By George's definition, TIAS (of yesterday) is what we call CAS (Calibrated Airspeed) of today. I was wondering if that was what he was getting at...

There seem to be a few folks who think anything not written in the book is 3D (dumb, dangerous, or different) wrong. In reality, it's nothing more than knowing the aircraft, knowing the situation, truly understanding angle of attack and aerodynamics in a practical sense, and flying to the situation,...

Something that seems to be dismissed, especially when discussing raising the tail vs letting it fly off is surface and rolling resistance. While it is 100% factual to state that all of the weight will be transferred to the mains instead of shared with the tailwheel, physics alone should tell you tha...