Aryana, I am sort of committed to the bi-weekly thing on Sunday. What would work for you, I think, is when it says "contactflying" over there on the right don't click that one. I'm not very computer competent, but I think that would keep me from bothering you. Zane put me on the two week schedule. I don't know who is running things now, but will do my best to comply with orders.

That's so kind of you to provide that advice, but I have a 15,000 member discussion board that I've been running for a few years, so I'm coming from a perspective you may not understand or likely even be aware exists.

The burden you create for folks like me that have to wade through your numerous threads (that are all basically the same topic rehashed without any regard to brevity) to get to the content I'm actually interested in isn't something you seem to have any empathy for.

What would work for you, is to please consider the following: Is it so bad to consolidate all your comments into one thread that you can have a centralized spot to foster and grow the audience that wants to hear what you have to say?

Constantly bombarding the board with new threads on the same topics is at the very least bad form and at the very worst, SPAM.

Ok. Rather than name a new topic, I will use the Contact Flying with contactflying (thread is the word, right?) Zane didn't want me on other peoples thread with unrelated information and asked for me to name my own bi-weekly thread. Do you run this site now? Will that work?

contactflying wrote: Do you run this site now? Will that work?

You know very well who runs this site, don't play games.

I know you don't like what I'm telling you, but it's time to think about the broader community in regards to your actions.

Zane posted a computer method for you to eliminate my posts. I understand he has sold the site to Boeing. I appreciate comments from everyone. We all can learn from constructive criticism. MTV is critical and accurate, which has helped me a lot. We who fly or flew low in our jobs have discovered some helpful techniques that are not in the normal instructional programs and are not familiar to many pilots. I have encouraged all to contribute and many have. I think the number of fatal loss of control accidents around the airport is higher than what should be considered acceptable. I think we who have extensive experience with maneuvering flight should try to cover things we have learned and others obviously (300 last year I think) have not. If we do not contribute and the school doesn't have the knowledge or feels FAA pressure to not share it, pilots will continue to fall to their death or lose control from landing too fast and it is not their fault. I have a moral obligation to share what I know. Mr. Press Maxwell, Ken Hoffman, Ronnie Westmoreland, the Army, and others have given me great opportunity to fly all my life. I owe them.

Based on Zane's suggested solution to your problem, I will continue to title my original posts every other Sunday.

umwminer +2

Wow

Sure is going to be a long hot summer…..

contactflying wrote:Zane posted a computer method for you to eliminate my posts. I understand he has sold the site to Boeing

That was an April Fools joke wasn’t it?

umwminer wrote:Thanks for continually trying to keep guys like me from accidentally killing ourselves , Contact .
I really appreciate it Brother .

Thank you for that. Very refreshing attitude. I don't read Jim's writings often. I'm too short on patience to decipher it. I whole heartedly disagreed with it when he first arrived. I even remember thinking... who in their right mind is wagging their tail through a field... and then he pointed out in a video of ME that I was

Anyways... I'm sure I'd take threads I have to sift through over threads full of hate and angst any day...

Take care, Rob

contactflying wrote: I appreciate comments from everyone. We all can learn from constructive criticism.

Great! Here's one for you to ponder. I'm not just an aviator, but also an offshore sailor, and have a life lesson to share with you that has proved universal.

People, like sails, are doing the least amount of work when they are making lots of noise.


Have you ever considered putting your energy into writing another book? I'm sure your fans would enjoy that a lot.

Almost every pilot I know has Stick and Rudder on his book shelf, but when you get to talking to them (voice or computer) you realize they have either not read it or don't understand it. What I have covered in "Contact Flying" and the just techniques "Safe Maneuvering Flight Techniques" is not new. Yet, the language of Stick and Rudder and my books is foreign to most pilots. It sound very little like the language of Airmen Certification Standards and various FAA sanctioned aviation texts. And as Rob has pointed out, my thought process is harder to follow than some aviation authors. This site is the extent of my social media experience, and it probably shows. Anyway, by carefully considering the criticism and arguments and points made by other pilots I continue to refine and try to explain what and why I do what I do and teach what I teach in airplanes and even a bit in helicopters.

A suggestion that has not worked well is that I use the common language of aviation. The common language of aviation, however, does not cover some really good theory in Stick and Rudder and some very effective techniques in Safe Maneuvering Flight Techniques. Your flight school text says little about "zoom reserve", "the law of the roller coaster", "airspeed is altitude and altitude is airspeed," "what the airplane wants to do", the energy management turn, unloading the wing, 1g turns of any bank angle, wind management, turns to target, the basic low ground effect takeoff, angle across the runway, lead rudder, rudder only to direct nose to target and at the same time level the wing, and the apparent brisk walk rate of closure approach or what Wolfgang calls "the process of stalling the airplane down can be gauged entirely by watching the spot and the perspective in which it appears and its apparent motion" or any kind of power/pitch approach. So I try to beat this stuff up using various terms and thoughts and comparisons, little of which is available in flight school sanctioned aviation texts.

I have found this site, thanks so much Zane, to be far more effective to get the picture in my mind into the minds of others. They don't have to like it and I appreciate all comments and criticism, but they should see it for what it is. Not, Jim is a great pilot. I hope some see it as a possibly more efficient and even safer way to do something. Especially something very dangerous for which they receive little specific to the problem instruction at the flight school. Most experienced pilots, however, have figured out that there is a great deal to maneuvering flight for which they were given scare tactics rather than instruction. But this is not just for those pilots who agree with me, it is also for those who do not. There is no charge, no harm, no insult to just considering what I have to offer. When startled and starting to yank back on the stick some pilot who thinks I am crazy might suddenly think, what if I just release back pressure rather than yank back. I wish that for all, not just fans.

Take care, Rob

Jim, Mike, Rob and David, all friends, all with valuable information to share, and all appreciated and respected.

Jim, I know where this is all coming from. It's obvious to anyone that would take a moment to look. It's from the frustration of watching or hearing about pilots doing stupid stuff, sometimes out of ignorance, and getting injured or killed because of it- and you having the knowledge to impart that might keep it from happening. I could feel that same pain from Zane in his posts about pilots that were on BCP and killed themselves doing what we all love- including Hank, a good friend of mine, that loved the flying I was doing and wanted to imitate it.

[Zane, you didn't help empower their death in any way. We all have an expiration date and no one knows when that is or the circumstances around it. Instead Zane, focus on all the pilots here that this Forum has helped to fly better, fly safer, expand their knowledge further, and enjoy their life better- a far bigger number for sure]

Jim, keep it coming. Ignore the whiners and complainers, not everyone is eloquent in their writings and that's fine, there is almost always a little gold nugget amongst the gravel (and sometimes more than one) and I for one am willing to pan it out and find it valuable.

Rob, please stay engaged, you have a LOT of valuable insight to impart and I appreciate you passing it on. Ignore the keyboard pilots.

Mike, keep keeping everyone honest as usual, whether via devils advocate or not.

David, keep weighing in when appropriate as you always do. I was gonna stop by and say Hi a month or so ago but apparently Trudeau thinks I'm related to Typhoid Mary, so you might have to visit me cause he has drank WAY too much of the Koolaid so unlikely to ever change his opinion.

I'll end by saying I had the privilege today to introduce a retired airline pilot, current commercial pilot and flight instructor, to his first off-airport landings and the techniques of flying the bush that he had never learned in his career to date. It was fun to see the light bulbs go off and I'm hopeful that through my continued bad influence that he will start imparting some of this to his students. (First is to stop those crazy huge patterns). Keep flying guys, and keep sharing.

Aryana wrote:

contactflying wrote: I appreciate comments from everyone. We all can learn from constructive criticism.

Great! Here's one for you to ponder. I'm not just an aviator, but also an offshore sailor, and have a life lesson to share with you that has proved universal.

People, like sails, are doing the least amount of work when they are making lots of noise.


Have you ever considered putting your energy into writing another book? I'm sure your fans would enjoy that a lot.

My favourite is “Never approach a dock faster than you are prepared to hit it”.

daedaluscan wrote:

Aryana wrote:

contactflying wrote: I appreciate comments from everyone. We all can learn from constructive criticism.

Great! Here's one for you to ponder. I'm not just an aviator, but also an offshore sailor, and have a life lesson to share with you that has proved universal.

People, like sails, are doing the least amount of work when they are making lots of noise.


Have you ever considered putting your energy into writing another book? I'm sure your fans would enjoy that a lot.

My favourite is “Never approach a dock faster than you are prepared to hit it”.

That's a good one!

I was out of airspeed, altitude, and briefly ideas all at the same time one day and remembered the whole pedal turn thing. Probably still here because of it. Keep them coming Jim. It’s not mandatory for the uninterested to click on your writings.

I would really appreciate an informal survey from you'all. Sit on the picnic table at the airport, most have one, and watch airplanes landing. Record the landing performance of the wing waggers and compare that to the landing performance of the tail waggers. BCP should publish such findings for the edification of its pilots.

At the same time watch to see which airplanes appear to speed up as they close with you. Notice how much less runway is used by those who appear to keep closing at a brisk walk but not appear to speed up. Yes they are decelerating on short final and that makes them appear to continue at a stabilized brisk walk rate of closure. It is Wolfgang magic that works the same from the cockpit point of view.

Round out and hold off or just "arrive in three point attitude, all slowed up and ready to squat" is another indicator of landing performance.