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But yet all is not don ; Man disobeying, Disloyal breaks his fealtie , and sinns Against the high Supremacie of Heav'n , [ ] Affecting God-head, and so loosing all, To expiate his Treason hath naught left, But to destruction sacred and devote, He with his whole posteritie must dye , Dye hee or Justice must; unless for him [ ] Som other able, and as willing, pay The rigid satisfaction, death for death.
Say Heav'nly Powers, where shall we find such love , Which of ye will be mortal to redeem Mans mortal crime, and just th' unjust to save, [ ] Dwels in all Heaven charitie so deare? He ask'd , but all the Heav'nly Quire stood mute , And silence was in Heav'n : on mans behalf Patron or Intercessor none appeerd , Much less that durst upon his own head draw [ ] The deadly forfeiture, and ransom set. And now without redemption all mankind Must have bin lost, adjudg'd to Death and Hell By doom severe, had not the Son of God, In whom the fulness dwells of love divine, [ ] His dearest mediation thus renewd.
Thou at the sight Pleas'd , out of Heaven shalt look down and smile, While by thee rais'd I ruin all my Foes, Death last , and with his Carcass glut the Grave: Then with the multitude of my redeemd [ ] Shall enter Heaven long absent, and returne , Father, to see thy face, wherein no cloud Of anger shall remain, but peace assur'd , And reconcilement; wrauth shall be no more Thenceforth, but in thy presence Joy entire.
His words here ended, but his meek aspect Silent yet spake, and breath'd immortal love To mortal men, above which only shon Filial obedience: as a sacrifice Glad to be offer'd , he attends the will [ ] Of his great Father. Admiration seis'd All Heav'n , what this might mean, and whither tend Wondring ; but soon th' Almighty thus reply'd :. O thou in Heav'n and Earth the only peace Found out for mankind under wrauth , O thou [ ] My sole complacence!
Five peculiar things you didn't know about landing a plane
As in him perish all men, so in thee As from a second root shall be restor'd , As many as are restor'd , without thee none. His crime makes guiltie all his Sons, thy merit [ ] Imputed shall absolve them who renounce Thir own both righteous and unrighteous deeds, And live in thee transplanted, and from thee Receive new life. So Man, as is most just, Shall satisfie for Man, be judg'd and die, [ ] And dying rise, and rising with him raise His Brethren, ransomd with his own dear life.
So Heav'nly love shall outdoo Hellish hate, Giving to death, and dying to redeeme , So dearly to redeem what Hellish hate [ ] So easily destroy'd , and still destroyes In those who, when they may, accept not grace. Nor shalt thou by descending to assume Mans Nature, less'n or degrade thine owne. Then all thy Saints assembl'd , thou shalt judge [ ] Bad men and Angels, they arraignd shall sink Beneath thy Sentence; Hell her numbers full, Thenceforth shall be for ever shut. Mean while The World shall burn, and from her ashes spring New Heav'n and Earth, wherein the just shall dwell [ ] And after all thir tribulations long See golden days, fruitful of golden deeds, With Joy and Love triumphing, and fair Truth.
But all ye Gods , Adore him, who to compass all this dies, Adore the Son, and honour him as mee. No sooner had th' Almighty ceas't , but all The multitude of Angels with a shout [ ] Loud as from numbers without number, sweet As from blest voices, uttering joy, Heav'n rung With Jubilee, and loud Hosanna's filld Th' eternal Regions: lowly reverent Towards either Throne they bow, and to the ground [ ] With solemn adoration down they cast Thir Crowns inwove with Amarant and Gold, Immortal Amarant , a Flour which once In Paradise, fast by the Tree of Life Began to bloom, but soon for mans offence [ ] To Heav'n remov'd where first it grew, there grows, And flours aloft shading the Fount of Life, And where the river of Bliss through midst of Heavn Rowls o're Elisian Flours her Amber stream; With these that never fade the Spirits elect [ ] Bind thir resplendent locks inwreath'd with beams, Now in loose Garlands thick thrown off, the bright Pavement that like a Sea of Jasper shon Impurpl'd with Celestial Roses smil'd.
Thee Father first they sung Omnipotent, Immutable, Immortal, Infinite, Eternal King; thee Author of all being, Fountain of Light, thy self invisible [ ] Amidst the glorious brightness where thou sit'st Thron'd inaccessible, but when thou shad'st The full blaze of thy beams, and through a cloud Drawn round about thee like a radiant Shrine, Dark with excessive bright thy skirts appeer , [ ] Yet dazle Heav'n , that brightest Seraphim Approach not, but with both wings veil thir eyes, Thee next they sang of all Creation first, Begotten Son, Divine Similitude, In whose conspicuous count'nance , without cloud [ ] Made visible, th' Almighty Father shines, Whom else no Creature can behold; on thee Impresst the effulgence of his Glorie abides, Transfus'd on thee his ample Spirit rests.
Hee Heav'n of Heavens and all the Powers therein [ ] By thee created, and by thee threw down Th' Aspiring Dominations: thou that day Thy Fathers dreadful Thunder didst not spare, Nor stop thy flaming Chariot wheels, that shook Heav'ns everlasting Frame, while o're the necks [ ] Thou drov'st of warring Angels disarraid.
Back from pursuit thy Powers with loud acclaime Thee only extoll'd , Son of thy Fathers might, To execute fierce vengeance on his foes, Not so on Man; him through their malice fall'n , [ ] Father of Mercie and Grace, thou didst not doome So strictly, but much more to pitie encline : No sooner did thy dear and onely Son Perceive thee purpos'd not to doom frail Man So strictly, but much more to pitie enclin'd , [ ] He to appease thy wrauth , and end the strife Of Mercy and Justice in thy face discern'd , Regardless of the Bliss wherein hee sat Second to thee, offerd himself to die For mans offence.
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Are crosswinds dangerous to planes? To new pilots, one of the most surprising facts about flying is that to get to where you want to go, you typically must aim the aeroplane somewhere else. How can this be? When a water-skier is moving absolutely level across the surface of a lake, his or her skis are nevertheless inclined upwards. In fact, on an aeroplane like the , pilots may be pointing the nose slightly skyward even when the aircraft is descending in the final stages of the approach to a landing.
This may sound even more confusing than the upwards-downwards conundrum. This technique is effective but challenging. The required angle depends on the speed and direction of the wind, which may change throughout the approach, especially in gusty conditions. In strong winds and thick, low cloud, it also means that when the runway finally appears in the cockpit windows, it can be markedly off to the left or right of the nose.
These lighting systems form well-defined patterns and can start hundreds of metres before the runway itself.
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CubChick, This string has drawn a lot of comments regarding wheel landings versus 3 pt stall landings in crosswinds. I prefer wheel landings in strong Xwinds, especially if it's gusty. The important thing is to point the airplane in the direction it's traveling at the time of touchdown no crab angle. This coupled with the natural tendancy of a taildragger to "weathervane" into the wind and the C. It's interesting to read Cajun Joe's experience with the FAA examiner regarding 3 pt landings in strong cross winds.
Back a couple years ago this very topic made the rounds on this forum. As a veteran of some very tight turns at the end of my roll-outs, I took notes with me to test the methods and practice Some AK bush pilot's technique was full flaps and a wheel landing may a knot or two faster than full stall This has worked the best for me so far , mostly I think because it its that extra smidgeon of transition time to where the brakes become effective just before the rudder loses effectiveness Never forget that you have all your controls to keep it pointed in the right directions: time and brains, plus rudder, brakes, and ailerons.
AK, To me, the danger of skidding in a turn is that if your airspeed is low and you kick the rudder, the inside wing is going to be going even slower and will stall slightly before the other, causing it to drop first.
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The airplane does not know that you are in a turn and does not care, but you do. Remeber that you can stall and airplane in ANY attitude. Do this in a turn, where a wing is already lower than the other and you will find yourself stalled and inverted or close to it.
Five peculiar things you didn't know about landing a plane
Now the airplane is stalled with one wing lower than the other and you have in pro-spin rudder inputs. If that happens and you are in close proximity to the hardest thing in flying, you will find that it is, as John Boy and Billy say, "not tooooo goooood" I don't think a slip is "spin proof". In that scenario, in a outside wing is going to go first, which will give you more time to catch it with rudder, before it goes completly over and around.
Also remember that the airspeed indicator is not accurate in these maneuvers, due to the relative wind. And yes, you do need to keep a little airspeed. The controls start to feel a little different and the sound of the air around the airplane is different aka quiet before it gives up on you. Get youself some altitude, then climb a little higher, and then more feet, and practice uncoordinated stalls and tell us your results.
Honestly, it has been a long time since I have practiced any any of this myself. After time you will get to the point you can tell by the sound of the wind when the airplane is going to keep flying or not. For me a fairly low-time pilot , the most difficult crosswind landings were in a J-3 while doing search and rescue flying off the tops of the White River and Mississippi River levees. The sloping sides significantly reduced the ground effect, and the crosswind had an upslope component on the windward side and a variable downslope component on the leeward side so that lift was substantially reduced on the leeward wing.
Gusting crosswinds made the overall effect somwhat erratic. I found the most dependable technique to be an approach in a mild slip with substantial engine power at a high deck angle, winding up just above the surface and staying aloft with engine power. Then wait till you feel a gust terminating, chop the throttle, and settle in on the tailwheel and one main before the next gust starts.
It can help to get on the brakes pretty hard as soon as both mains touch down, and directional control can be maintained if needed by application of both rudder and throttle. The technique worked OK on flat land too, but I never did learn to like depending upon engine power near the ground. All the best, JimC P. I don't recommend the practice and am glad that I no longer have any need to do it. Had the good fortune of a 14 kt direct crosswind yesterday with gusts to First takeoff indicated that for a change, tower reported winds and actual winds were identical out of the southwest; no building interference.
Paved surface, J-3 at about lbs. For a little cub, that's close to the limit - first takeoff was full everything to keep it straight, including a little brake. First landing was a wheel landing - too gusty to even think about lowering the tail. Second was three-point; could easily have converted the airplane to taxi speed. For the full-stop, I chose a different runway with only a quartering crosswind. On that wheel landing, I would not have considered allowing the tail to drop. Decreasing my speed with full rudder might have resulted in a weather vane.
My second was surely in a lull of 14 kts. Great fun, especially close to my maintenance base! Everyone has done a fine job of describing various crosswind landing techniques but as I go back and re-read cubchick's original post she is asking for more specifics on ground loops.
I for one have accomplished some very fine ground loops in calm wind conditions. And I will tell you that the first time you do it it will really startle you and you will wonder "How the hell did that happen? If you do it wrong in that split second or do nothing at all as has already been said "you are along for the ride". One of really knowledgable aerodynamisists should jump in here and give us a really technical description of what's happening.
In the very apt analogy with driving you car in reverse at high speed it is easy to handle as long as you are backing straight, but once it starts to swing it goes really fast. One always has to remember that the CG is behind the mains in a taildragger. On the ground, it acts the same as thowing a dart backwards.
Driving a car backwards makes a good analogy as well, as long as the engine is in the front. Many a Porsche have been lost due to the rear end wanting to pass the front end in a curve when going straight. I think that usually you can get it back so long as you keep the tailwheel within the track of the mains.
Once it steps outside of that line, it can be hard to get it back without the airplane thinking it is a What a great thread. I'm always amazed by the knowledge and diverse opinions on this site.
Thanks to Cubchick for being so honest about something we're all concerned about, the dreaded ground loop under sever cross wind conditions. Happy New Year to all, and cross winds to none. Fly it in hard, fly it out hard. This is not a passivist's sport. Steep approach! You're going to fly it on and stick it!