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Messages - PeterNSteinmetz

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316
Does he cover that in chapter 12 of his book "For a New Liberty" or is there a separate discussion he made somewhere else on the subject?

It has been covered in his other works over the years, but yes, chapter 12 of that book is the pertinent one.

317
Agree wholeheartedly with the bold parts. The rest I don't disagree with but need to study more.
I will be keen to hear what you think of Rothbard’s ideas on this point, when you have the time.

318

A free market economy like ours trends toward monopolies as economies of scale cause small businesses to gobble each other up until they become one large black hole which is allied with the political class.


Of course we are presently very far from a free market economy. It is quite mixed.

The point about evolution is a good one. I think the only way to prevent such capture is strong limitations on government power. But as the history of the US shows, that may not so much prevent as merely slow down.

I rather like Rothbard’s ideas about competing organizations to provide use of defensive force. Without a geographic monopoly, people can then switch defense providers if one gets out of control.

Of course this raises other potential problems. Personally I don’t think we have enough experience and data at the low end of the violence in society scale to really know if such geographic monopolies are the best way to go or not. Essentially that is the classic minarchism vs anarchy debate.

What I am fairly certain of is that our current Federal government is at least 10X too large and is a creeping monster destructive of our freedoms.

319
Discussion of Michael Weinstein's prop strike moved to its' own thread. http://www.pilotspin.com/index.php?topic=6303.0

320
Copied from the other thread:

Edited with updated information.

Micheal Weinstein does own a Mooney M20C in an LLC. N6475U .

This aircraft was involved in a crash back in 75, but nothing the NTSB more recently. https://www.ntsb.gov/Pages/brief.aspx?ev_id=47053&key=0 . That crash does not appear to be the incident he is referring to since the pilot in that crash was 58 at the time.

He seems to have a very different persona on mooneyspace. Perhaps because he is known there?

Here is a thread titled "I should really think about giving up this aviation thing", dated Aug 28, 2017. It mentions the prop strike as being previous. https://mooneyspace.com/topic/23693-i-should-really-think-about-giving-up-this-aviation-thing/#comment-376115

In a way, this seems more curious to me. He has this fairly humble friendly persona then comes on PoA, PS, and PB with all these fallacies and is very hostile.

321
Since a number of posters have indicated an interest in Michael Weinstein's (aka steingar) prop strike accident in the V35B gear collapse thread, I thought I would move that separate discussion to its own thread.

This from a thread in mooneyspace in December 2017 titled "About time I fessed up" (https://mooneyspace.com/topic/23693-i-should-really-think-about-giving-up-this-aviation-thing/#comment-376115)

"August 2016 I was delivering my Mooney M20c to my mechanic, Bobby Norman, at the Parr airport (42I) in Zanesville Ohio. I had interaction with Bobby years ago, and he came highly recommended by a number of local Mooney owners.  I had thought the field was about 2300 feet (wrong, more on that later) so coming in over the trees I pulled the power to idle, put it in a forward slip and came down.  75mph over the numbers, flared and BANG!.  Hardest landing I'd ever done in anything.  At the top of the bounce I had a choice, and decided to ride it out. I was uncomfortable trying to go around at a short strip in that predicament.  The aircraft bounced a couple more times and stopped, and I taxied back.  I had struck the prop in that landing, quite badly.

The prop was bent asymmetrically, and the craskshaft busted.  I hit hard enough that the force went through the gear into the Johnson bar, wrecking the mechanism that holds it in place (Bobby only figured that part out when he started taxiing.  He said it was quite exciting)."

322
I can address that.  It’s the absent minded professor syndrome.  My father had it.  I suppose it would sound like bragging if I said I have it but I believe I do.  I can be extremely blind and unperceptive about things around me because my mind is constantly occupied with complex analysis of some topic or another.  I think it actually made me a worse pilot, because I tend to over analyze, rather than make quick decisions. 

It also leads people to extrapolate all possible futures and hence have more anxiety than the average person about the various consequences of your action or inaction.  You can then become overly focused on one thing or another, I believe Michael admits being “paranoid” about gear up landings.  He doesn’t mean literal psychotic paranoia, but perhaps a bit closer to a neurotic obsession.  Smart people can be quite high in neuroticism because they see reality with all its dangers more acutely than the “fat, dumb, and happy.”

Rather insightful about the possible obsession on gear up landings. But does that explain the numerous fallacies of this nature on other topics?

323
He can give the full details if he cares, but the TL;DR version is he porpoised the Mooney on landing and had a prop strike.
I see. He mentioned that back in the old Air Wagner thread. Seems he was forthright about it and took a lot of training to improve. All good things.

What is honestly more puzzling to me is the constant fallacies in a person who has professional scientific training. But oh well, I digress from the main point here which was to possibly help others understand and avoid similar issues with gear collapses. Particularly if moving between different aircraft types.

324
Exactly, and Micheal is not immune to landing issues as I recall.
Is that right? Interesting. Are there more details which would be useful for others to learn from?

325
My mistake, I honestly didn't think you were that stupid.
Resorting to ad hominem attacks, making false assumptions, and being inconsistent in statements are all logical fallacies.

I am surprised Prof. Michael Weinstein to see this in an associate professor, but I guess that may be why you write under a pseudonym, rather than using your real name.

326
I would add that if you need to get the flaps up after landing to get more weight on the mains you're coming in too fast.
My flaps come up on landing, to give more authority to the brakes.

Of course, it also helps to be consistent.

327
I've known about the piano key Bo's for a long time, don't know why you didn't, especially when flying one. 



My apologies, but despite the long read you made a very common mistake based on your lack of understanding of the aircraft you were flying.

Such apologies will less often be necessary if one refrains from drawing negative conclusions without actually knowing the facts.

A 1977 V35B Bonanza does not have the “piano key” switches.

328
I've known about the piano key Bo's for a long time, don't know why you didn't, especially when flying one.  Were I flying I'd be completely paranoid of flipping the wrong switch.  I'd be so paranoid that I'd not touch the thing unless I was staring right at it.  To put this in context, I'm paranoid about gear up landings, enough so that the gear comes down 3 miles from the airport.  That means I have to configure the airplane prior to that, and I get majorly paranoid if anything goes wrong with that sequence, as in I turn around if the gear isn't out at 3 miles.

I would add that if you need to get the flaps up after landing to get more weight on the mains you're coming in too fast.  Yeah, I've used that trick too, but I certainly don't depend on it.  My apologies, but despite the long read you made a very common mistake based on your lack of understanding of the aircraft you were flying.

I was surprised to learn that a gear collapse is so common.

I don’t think it was so much a lack of knowledge but the primacy of the 900 hours in the Cardinal and having been taught to take the flaps up after landing right from the beginning. Combined with a lack of sufficient paranoia about going back and forth between the planes, as you note.

I say this because I noticed afterwards that in the Cardinal, even after I decided not to bring flaps up, I would tend to automatically start reaching. Took a while to break the habit. So either need to have the right habits that work in all the planes you fly or be sufficiently paranoid.

I have learned there is considerable debate in the community on the wisdom of this teaching. Some people say it is fine and dandy. Others not a good idea. I am presently in the latter camp now. Particularly if you are moving back and forth amongst types.

329
My suggestion. Stop using PoA. They explicitly attempt to enforce subjective rules using mind reading. Not worth the hassle dealing with the MC there.

330
Another update.

After about 50 landings in my Cardinal I feel like I am not at all temped to raise the flaps now after landing until after roll-out. And always confirm the shape of the flap handle and announce.

So I guess that is about the number of repetitions to undo primacy of learning for this this type of behavior.

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