Saturday, October 09, 2010
Normal Airflow Over a Wing Example
The image above shows how air flows over both the bottom and the top of the airfoil.
You can clearly see how the air flowing over the top of the airfoil is moving faster than the air going underneath.
Its the acceleration of the air flowing over the top that causes its pressure to drop which in turn causes lift to be produced.
It must be understood that this example of how lift is created is only the tip of the iceberg and the there are volumes of material written on this subject that describe the production of lift from different points of view and in great detail.
Understanding the image above will help you at the private pilot level, leave the more complex physics equations to the designers.
Enjoy!
Friday, October 01, 2010
Have the correct manual for the plane
You might wonder why pilots that have flown many type of airplanes have such a large library of manuals.
I bet that if you looked a little closer at the books themselves you would notice that not only does this home library include the obvious subjects like weather, regulations, places to go and so on but that it also has what seems like many copies of the same manuals regarding the type of airplanes that the pilot might fly.
After all who really needs a different manual for a Cessna 172P and a 172N?
Aren't they both Cessnas?
They aren't even that far apart in years produced so why do you need a different manual for each?
You might even find two manuals for the same year and model of plane but one has a packet of papers attached to it. What is the reason for this?
We all can see the need for a separate set of manuals for different types of planes like Cessna, Piper, Beechcraft and so on, but why do we need the rest of them?
The answer is very simple......... No two airplanes are exactly alike.
I fly two Cessnas that are only about 3 years apart in age but one of them has a bigger engine that was installed as an upgrade. Why does this matter you ask.
The answer might not jump out at you until you read the performance data that is included with the pack of papers that is attached to the outside of my manual. These papers are part of the STC or supplemental type certificate that is required when major changes have been made to any aircraft.
The difference between these two almost identical airplanes becomes more apparent as you calculate the amount of weight the plane can carry, how fast it can climb and how much fuel you burn at a given power setting.
As you look closer at what information is included the reason becomes much more clear.
One plane might have the old style of transponder while the other has a new Garmin GTX-330.
I think you would agree that the old style analog transponder with rotary dials is a little different than the fully digital Garmin product with the push buttons and a menu screen.
Guess what? You'll need a manual for those as well. Are you beginning to see how quickly the library can grow?
The next time you are looking for the perfect gift for the pilot in your life you might want to think about a gift certificate to Amazon.com, Barnes & Nobel or your local pilot shop so they can add to their ever growing library of books.
I bet that if you looked a little closer at the books themselves you would notice that not only does this home library include the obvious subjects like weather, regulations, places to go and so on but that it also has what seems like many copies of the same manuals regarding the type of airplanes that the pilot might fly.
After all who really needs a different manual for a Cessna 172P and a 172N?
Aren't they both Cessnas?
They aren't even that far apart in years produced so why do you need a different manual for each?
You might even find two manuals for the same year and model of plane but one has a packet of papers attached to it. What is the reason for this?
We all can see the need for a separate set of manuals for different types of planes like Cessna, Piper, Beechcraft and so on, but why do we need the rest of them?
The answer is very simple......... No two airplanes are exactly alike.
I fly two Cessnas that are only about 3 years apart in age but one of them has a bigger engine that was installed as an upgrade. Why does this matter you ask.
The answer might not jump out at you until you read the performance data that is included with the pack of papers that is attached to the outside of my manual. These papers are part of the STC or supplemental type certificate that is required when major changes have been made to any aircraft.
The difference between these two almost identical airplanes becomes more apparent as you calculate the amount of weight the plane can carry, how fast it can climb and how much fuel you burn at a given power setting.
As you look closer at what information is included the reason becomes much more clear.
One plane might have the old style of transponder while the other has a new Garmin GTX-330.
I think you would agree that the old style analog transponder with rotary dials is a little different than the fully digital Garmin product with the push buttons and a menu screen.
Guess what? You'll need a manual for those as well. Are you beginning to see how quickly the library can grow?
The next time you are looking for the perfect gift for the pilot in your life you might want to think about a gift certificate to Amazon.com, Barnes & Nobel or your local pilot shop so they can add to their ever growing library of books.
Monday, June 07, 2010
MzeroA on blog talk radio - Aviation topics over the net
Listen to internet radio with MzeroA on Blog Talk Radio
This guy has a great radio show that focuses on flight training, safety, planning, aviation news and more.
Check him out and add him to your favorites, you won't be sorry!
Friday, May 28, 2010
The FAA releases guidance on ADS-B
The FAA is now saying that if you want to fly in Class Bravo in the year 2020 that you will need both an ADS-B out transmitter as well as your current Transponder.
Watch the video below from AOPA for more information.
Watch the video below from AOPA for more information.
Wednesday, May 19, 2010
Space Shuttle Cockpit View of Landing
Ever thought about flying a glider? If you have but weren't sure what it would be like, check out this video from the cockpit of the biggest and fastest glider ever built!!
Wednesday, April 28, 2010
Apollo 11 close up and personal
This video of Apollo 11 taking off is absolutely amazing!
We have all seen the video of rockets and the space shuttle taking off over and over again but this video is taken of the engines at an amazing 500 frames per second.
What this means is that the video is in slow motion so you can clearly see everything from the first moment of ignition to the launch vehicle clearing the tower.
The event recorded only lasted about 30 seconds but because it is shown in slow motion it will last for about 8 minutes.
Listen to a moment by moment description of everything that is happening.
We have all seen the video of rockets and the space shuttle taking off over and over again but this video is taken of the engines at an amazing 500 frames per second.
What this means is that the video is in slow motion so you can clearly see everything from the first moment of ignition to the launch vehicle clearing the tower.
The event recorded only lasted about 30 seconds but because it is shown in slow motion it will last for about 8 minutes.
Listen to a moment by moment description of everything that is happening.
Apollo 11 Saturn V Launch (HD) Camera E-8 from Mark Gray on Vimeo.
Saturday, April 17, 2010
1960 Cessna 175A For Sale
1959 Cessna 175A
General characteristics
Crew: one pilot
Capacity: three passengers
Length: 26 ft 6 in (8.08 m)
Wingspan: 36 ft 0 in (10.97 m)
Height: 8 ft 11 in (2.72 m)
Empty weight: 1,339 lb (607 kg)
Max takeoff weight: 2,350 lb (1,066 kg)
Powerplant: 1× Continental GO-300C six cylinder engine, 175 hp (130 kW)
Performance
Maximum speed: 148 mph (236 km/h)
Range: 598 miles (957 km)
Rate of climb: 850 ft/min (259 m/min)
MOGAS STC
More information and photos to be posted soon.
E-mail me for more information until then.
Monday, April 12, 2010
Washington Tax Increase Could Be History
The Washington State House voted on a revised version of the tax bill that does not include the aircraft excise tax increase.
The 0.5 percent excise tax would have cause many private pilots and small companies to flee from the once strong aviation scene that has existed in Washington State since Bill Boeing and family founded their small company.
Aviation in the state is, in my opinion, a shadow of its former self. Every airport that I visit appears to be home to rotting hangers and under used General Aviation aircraft.
Years ago you could park at even the smallest of public use airports and watch the flight training or see the family airplanes being loaded for a vacation.
There are many reasons for the quiet airfields fields today. Every part of the country has hit hard times and are just now starting to recover but what I have a problem with is when the government fails to remember that their income is tied directly to the people.
How much tax revenue did the state lose when Boeing moved jobs out of state because of disagreements with the state?
How much would they lose if boaters, pilots and others stopped using their pleasure craft?
In the short term they would increase their revenue but as time went by, registrations would fall and the world of aviation would continue its decline.
Thank the people that spoke up against this last attempt to raise the excise tax.
AOPA, WPA, NBAA and the thousands of people that called and wrote their representatives.
By the time you read this, the April 12th vote on this bill proposal should be finished. I hope that our state will make the right choice for all involved and that they have listened to the people.
If we are allowed to keep more of our money, we will in turn spend more of that money and as a result, the State will collect more in taxes that are already in place.
Everybody wins and everybody is happy.
Fly safe and fly a lot!
The 0.5 percent excise tax would have cause many private pilots and small companies to flee from the once strong aviation scene that has existed in Washington State since Bill Boeing and family founded their small company.
Aviation in the state is, in my opinion, a shadow of its former self. Every airport that I visit appears to be home to rotting hangers and under used General Aviation aircraft.
Years ago you could park at even the smallest of public use airports and watch the flight training or see the family airplanes being loaded for a vacation.
There are many reasons for the quiet airfields fields today. Every part of the country has hit hard times and are just now starting to recover but what I have a problem with is when the government fails to remember that their income is tied directly to the people.
How much tax revenue did the state lose when Boeing moved jobs out of state because of disagreements with the state?
How much would they lose if boaters, pilots and others stopped using their pleasure craft?
In the short term they would increase their revenue but as time went by, registrations would fall and the world of aviation would continue its decline.
Thank the people that spoke up against this last attempt to raise the excise tax.
AOPA, WPA, NBAA and the thousands of people that called and wrote their representatives.
By the time you read this, the April 12th vote on this bill proposal should be finished. I hope that our state will make the right choice for all involved and that they have listened to the people.
If we are allowed to keep more of our money, we will in turn spend more of that money and as a result, the State will collect more in taxes that are already in place.
Everybody wins and everybody is happy.
Fly safe and fly a lot!
Monday, March 22, 2010
Flying the VFR transition over Sea-Tac Airport - KSEA
Well, after months of fighting the weather, mx issues and scheduling.... I finally made the trip. My route was OLM-PWT-SEA-S36-PAE on the way up and on the way back it was PAE to OLM direct.
I got myself all worked up trying to make sure my calculations and everything were spot on and it all worked out almost perfectly. I was a matter of a couple of minutes off of my ETA, working with ATC was a great experience and made life easy and I learned a lot.
The only complaint that I have is that I only took 2 photos.... I forgot that I had the camera with me and then I dropped it under the seat during an unplanned bump.
The first pic is to the north of SEA and the second is to the south just before I crossed the numbers for the VFR transition.
Today was a very good day. :)
I got myself all worked up trying to make sure my calculations and everything were spot on and it all worked out almost perfectly. I was a matter of a couple of minutes off of my ETA, working with ATC was a great experience and made life easy and I learned a lot.
The only complaint that I have is that I only took 2 photos.... I forgot that I had the camera with me and then I dropped it under the seat during an unplanned bump.
The first pic is to the north of SEA and the second is to the south just before I crossed the numbers for the VFR transition.
Today was a very good day. :)
Sunday, March 21, 2010
FAA Checkride Oral Portion Video
I thought you might like to see this video of a mock checkride.
This is from the late 1990's but covers everything that is presented during the oral portion of the checkride.
I hope you enjoy it!
This is from the late 1990's but covers everything that is presented during the oral portion of the checkride.
I hope you enjoy it!
Thursday, March 11, 2010
Where is the Spruce Goose
Ever wonder what happened to the famous Spruce Goose?
The largest airplane of its time is housed at the Evergreen Aviation & Space Museum in McMinnville, Ore.
This huge seaplane was the brain child of Henry Kaiser and with the backing of Howard Hughes became the largest wooden aircraft ever built.
The largest airplane of its time is housed at the Evergreen Aviation & Space Museum in McMinnville, Ore.
This huge seaplane was the brain child of Henry Kaiser and with the backing of Howard Hughes became the largest wooden aircraft ever built.
Monday, March 08, 2010
In The Shadow Of The Blade
Has anyone seen In The Shadow Of The Blade?
I have been talking with some people that I work with that either flew, crewed on or was dropped out of Huey choppers during Viet Nam and they are searching for this video and sound track.
From what I understand it is a heart tugging show full of real stories from the people that truly walked the walk.
Below you'll find a clip I found of the title song, please listen to it and share your story if you have one.
I am trying to get a copy of the documentary and will include a full review.
I have been talking with some people that I work with that either flew, crewed on or was dropped out of Huey choppers during Viet Nam and they are searching for this video and sound track.
From what I understand it is a heart tugging show full of real stories from the people that truly walked the walk.
Below you'll find a clip I found of the title song, please listen to it and share your story if you have one.
I am trying to get a copy of the documentary and will include a full review.
Tuesday, February 23, 2010
Support Lets Fly Washington
If you like what you read here and you want to help us continue to not only bring you tid bits about my training, but to develop in to the flying club that we so hope to become then please look at our products below.
We are starting to offer mouse pads and mugs with the Sport Cruiser image and will add other airplanes as we collect some good snap shots.
We will also add video of flights to local attractions and city views in the near future.
Join us and get your goodies!
Lets Fly Mugs, Mouse Pads and More.
We are starting to offer mouse pads and mugs with the Sport Cruiser image and will add other airplanes as we collect some good snap shots.
We will also add video of flights to local attractions and city views in the near future.
Join us and get your goodies!
Lets Fly Mugs, Mouse Pads and More.
Wednesday, February 17, 2010
Avoiding The Balloon - Landing Tips
I'm sure we've all done it, misjudged our speed on final or been a little high and dove for the ground in an attempt to get it down.
What problems can this cause you ask?
Either can cause us to cross the fence at a speed that is higher than appropriate and causing, at best, excessive float and at worst a bounce or balloon that beds metal.
What is the simple answer?
WATCH YOUR SPEED!!!
If you are high a forward slip might be a good tool to use or simply go around and try again.
If you are too fast and have a long runway you might continue the approach and transition to the flare gently to avoid the sudden climb called ballooning.
If you do balloon, the last thing you want to do is push the nose down to stop the climb.
All this will do is cause you to descend quicker than you want and increase your speed.
Both of these things will make life much harder for you and put you at a greater risk of injury and damage to the aircraft.
Your best bet in a balloon is to simply go around and try it again.
If you have the runway and insist on trying to land a little long then you should ease off of the back pressure just enough to arrest the climb and let the plane settle as you would in a normal landing while being careful to not stall the plane while still being too high off the ground.
A stall that happens more than a foot or two off the runway doesn't make for a smooth landing.
The answer to avoiding a bad landing of this type is to watch your airspeed or go around if you are not stable in your approach.
Have fun and fly safe!
What problems can this cause you ask?
Either can cause us to cross the fence at a speed that is higher than appropriate and causing, at best, excessive float and at worst a bounce or balloon that beds metal.
What is the simple answer?
WATCH YOUR SPEED!!!
If you are high a forward slip might be a good tool to use or simply go around and try again.
If you are too fast and have a long runway you might continue the approach and transition to the flare gently to avoid the sudden climb called ballooning.
If you do balloon, the last thing you want to do is push the nose down to stop the climb.
All this will do is cause you to descend quicker than you want and increase your speed.
Both of these things will make life much harder for you and put you at a greater risk of injury and damage to the aircraft.
Your best bet in a balloon is to simply go around and try it again.
If you have the runway and insist on trying to land a little long then you should ease off of the back pressure just enough to arrest the climb and let the plane settle as you would in a normal landing while being careful to not stall the plane while still being too high off the ground.
A stall that happens more than a foot or two off the runway doesn't make for a smooth landing.
The answer to avoiding a bad landing of this type is to watch your airspeed or go around if you are not stable in your approach.
Have fun and fly safe!
Saturday, February 13, 2010
Check your fuel tanks every time
A good preflight inspection includes looking at the fuel inside the fuel tanks and not just checking the gauges.
Pilot experience doesn't eliminate the simple mistakes that you might assume would only happen to new or careless pilots.
Read the following excerpt for the NTSB report and see if you can find the mistake.
Pilot Cert: Commercial; Multi-engine Land; Single-engine Land
Instrument Ratings: Airplane
Medical Cert:Class I
Date of Last Med. Exam: 04/2009
Flight Time in Hours
Total: 3015
Total in accident make and model: 50
The commercial pilot was 500 feet above ground level on approach to his destination airport when the single-engine airplane lost power.
The pilot made a forced landing to a rain-soaked field
approximately 8 miles north of the runway.
On touchdown the nose gear sank into the muddy terrain and
collapsed.
According to the pilot the airplane had approximately 15 gallons of fuel on board upon departure.
An on-scene inspection of the fuel tanks indicated 2 1/2 gallons in the left tank and 1 gallon in the right tank.
The aircraft manual states 1 1/2 gallons of fuel is unusable in the tanks.
The airplane sustained substantial damage to the firewall.
The pilot and passenger were not injured.
At this point there are no indications of a fuel leak or other reason for the lack of fuel except the failure of the pilot to complete the proper checks.
Aircraft fuel gauges are only required to show the correct quantity when the tanks are empty.
With this being the case, why would anybody fail to look in to the fuel tanks to verify the quantity?
Why would you plan a flight that didn't include ample reserves?
The answer could be very simple.
Some reasons:
Not using a check list
No ladder for a high wing aircraft
Lacking a FuelHawk Universal Fuel Gauge
Distractions
Feeling Rushed
Simply Forgot
Improper Flight Planning
Failure To Keep Track Of Winds Aloft
Failure to Apply Proper Safety Margins
The fact of the matter is that if you have 1 hour or 1000 hours of flight time matters little.
It will always be the simple things that we need to focus on so we don't allow ourselves to be hurt by things that are 100% avoidable.
Fly safe!
Pilot experience doesn't eliminate the simple mistakes that you might assume would only happen to new or careless pilots.
Read the following excerpt for the NTSB report and see if you can find the mistake.
Pilot Cert: Commercial; Multi-engine Land; Single-engine Land
Instrument Ratings: Airplane
Medical Cert:Class I
Date of Last Med. Exam: 04/2009
Flight Time in Hours
Total: 3015
Total in accident make and model: 50
The commercial pilot was 500 feet above ground level on approach to his destination airport when the single-engine airplane lost power.
The pilot made a forced landing to a rain-soaked field
approximately 8 miles north of the runway.
On touchdown the nose gear sank into the muddy terrain and
collapsed.
According to the pilot the airplane had approximately 15 gallons of fuel on board upon departure.
An on-scene inspection of the fuel tanks indicated 2 1/2 gallons in the left tank and 1 gallon in the right tank.
The aircraft manual states 1 1/2 gallons of fuel is unusable in the tanks.
The airplane sustained substantial damage to the firewall.
The pilot and passenger were not injured.
At this point there are no indications of a fuel leak or other reason for the lack of fuel except the failure of the pilot to complete the proper checks.
Aircraft fuel gauges are only required to show the correct quantity when the tanks are empty.
With this being the case, why would anybody fail to look in to the fuel tanks to verify the quantity?
Why would you plan a flight that didn't include ample reserves?
The answer could be very simple.
Some reasons:
Not using a check list
No ladder for a high wing aircraft
Lacking a FuelHawk Universal Fuel Gauge
Distractions
Feeling Rushed
Simply Forgot
Improper Flight Planning
Failure To Keep Track Of Winds Aloft
Failure to Apply Proper Safety Margins
The fact of the matter is that if you have 1 hour or 1000 hours of flight time matters little.
It will always be the simple things that we need to focus on so we don't allow ourselves to be hurt by things that are 100% avoidable.
Fly safe!
In Search of Amelia Earhart at Seattle Museum of Flight
In Search Of Amelia Earhart
The museum of flight in Seattle Washington is hosting an exhibit profiling the life and times of the most famous woman pilot of her time.
The exhibit includes photos, newreel footage, personal items and the only remaining piece of her Lockheed Electra airplane.
Find out more about this exciting exhibit at the museum's website.
For more information on the Museum or Boeing Field, follow the link below.
Friday, February 12, 2010
A Regional Pilots Life
Here is an additional clip of an interview about the life and times of a regional pilot.
Learn about "crash pads" and how to work 16 hours for $20.
I never would have guessed these things happen to people that are trusted with our lives.
Does this make me want to fly less? Not on your life!!!
Even the unhappy pilots explain why they continue to fly in these conditions.
PBS Frontline - Flying Cheap
I am posting the episode of Frontline that talks about the Colgan Airline crash in New York a while back.
I'm not saying that I agree with the views of the regional airlines or disagree with anything that anybody has stated in this video.
I am only posting this for your viewing pleasure and I hope to stir up some comments.
I hope you enjoy the show and that you will share your thoughts with us.
Thursday, February 11, 2010
The TSA backs off of general aviation
The TSA announced that it will scrap plans to tighten the restrictions on General Aviation.
An earlier proposal suggested that items such as golf clubs, baseball bats and the various gels like shaving cream, tooth paste and other prohibited items would also be banned from the smaller GA aircraft used in charter operations or even in private aircraft.
As we all know, General Aviation is not the same as a commercial flight.
We know our passengers and even if you were to load a Cessna 172 or Piper Warrior to its max gross weight with explosives it would do less damage than my Buick loaded to its max with TNT.
I hope this is the beginning of the education of not only the security agencies but the people in general.
It is up to each of us to provide our own security if we wish to keep the freedoms that we enjoy.
If we are either unwilling or just too lazy and turn all of our personal security over to agencies like the TSA we will then turn in to a country like the Germany of 1939-1945 or the Russia of the Cold War era.
What are we afraid of?
Read the full story over at NPR.
An earlier proposal suggested that items such as golf clubs, baseball bats and the various gels like shaving cream, tooth paste and other prohibited items would also be banned from the smaller GA aircraft used in charter operations or even in private aircraft.
As we all know, General Aviation is not the same as a commercial flight.
We know our passengers and even if you were to load a Cessna 172 or Piper Warrior to its max gross weight with explosives it would do less damage than my Buick loaded to its max with TNT.
I hope this is the beginning of the education of not only the security agencies but the people in general.
It is up to each of us to provide our own security if we wish to keep the freedoms that we enjoy.
If we are either unwilling or just too lazy and turn all of our personal security over to agencies like the TSA we will then turn in to a country like the Germany of 1939-1945 or the Russia of the Cold War era.
What are we afraid of?
Read the full story over at NPR.
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