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Wingtip Vortices and Wake Turbulence

Pilot Institute

Pilots need to keep this behavior in mind as theyre likely to encounter these vortices while theyre on approach or during departure. This lateral movement takes place at a speed of about two or three knots. Here are some examples of the FAAs guidelines for some airports with parallel approaches.

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Bargain Buys on AircraftForSale: 1977 Grumman American AA-1C Lynx

Plane and Pilot

With a 125-horsepower upgrade, this particular Grumman is even quicker, with cruise speeds approaching 120 knots. Reportedly always hangared with all logs, the seller reports that it has no hail damage, corrosion, or debonding of the airframe. This AA-1 has been cared for over the years by the same owner since 2001.

Knot 52
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Two Weeks in the RV

Plane and Pilot

Just to be clear, although I avoid flying in “hard” IFR, all of my IFR practice includes approaches to minimums, go-arounds, and holding patterns—just in case. The FAA weather said a thunderstorm was forecast, gusts to 6 knots. Full flaps and 80 knots, trimmed, the airplane asked, is this what I really wanted?

Weather 80
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High Country View

Plane and Pilot

We didn’t have a heated hangar, but our chief instructor pointed out that, if we did, melted water could collect in the control surfaces, waiting to refreeze once the plane left the hangar and put the control surfaces out of balance. That approach was ugly like you read about, but at minimums, the needles were crossed.

Knot 94
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Centerline, centerline, centerline

Air Facts

Centerline, centerline, centerline Air Facts Journal It was a beautiful May day as we grabbed the tow bar to pull the 1981 Cessna 182 out of the hangar. With a little forward pressure on the yoke, I was able to keep the airplane on the runway to continue picking up airspeed as we arrived at my target of 60 knots for takeoff.

Aileron 98
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High Country View

Plane and Pilot

We didn’t have a heated hangar, but our chief instructor pointed out that, if we did, melted water could collect in the control surfaces, waiting to refreeze once the plane left the hangar and put the control surfaces out of balance. That approach was ugly like you read about, but at minimums, the needles were crossed.

Knot 83
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Getting Back in the Air

Plane and Pilot

This 172 had a flap extension speed of 85 knots, and my old Cessna 172’s limit was 100 mph, or 87 knots. It had undergone some repair work done after experiencing soot and smoke damage from a fire in a nearby hangar. Hmm, OK, how about the LPV approach? We have to ask for GPS approaches.)