The weather is frustrating enough. Having a fever for four days straight while the outside exhibits great flying weather is driving me insane. I will not have a chance to fly the next two weeks. This is close to a full month of no flying. Crap!
I try to be ambitious when I am at home sick. I try to read a good book, write some letters, whatever. This week, I made an effort to learn about weather, watching some training videos. I am not talking about the exciting stuff like reading METARs, TAFs, PIREPS, AIRMETs, etc. I am talking about the basic weather: fronts, adiabatic processes, lapse rate, fog, isobars, etc. With a fever, I think I got through 1/4 of the instructional video on every attempt before falling asleep. I just cannot get into it. I know that I need to understand weather to be a safe pilot. But, gosh, the subject can be soooo booorrring. It is more fun reading pilots arguments towards LOP/ROP. This is a fun heated debate. I personally have looked all the information, in there is a strong case for LOP in a small carburated engine. However, if you are renting, then just follow the POH recommendation unless the owner says otherwise!
Some good news came today. I have my medical certificate. Yahoo! It only took three months. I am sure CAMI is glad that it is done as well, because I called one a week for the last three months for a status check. The answer was usually the same, "it is being looked at now". Boy, the MD who looked at my medical information most have found it intoxicating to have spent three months looking at it "now".
Other good news, Obama's organization is halting the progress of last minute regulations. Perhaps this ADIZ will eventually go away. While they are at it, perhaps they should look at some restrictions on when TFRs are to be used. There seems to be an over zealous use of TFRs as of late. I am not saying we have reached a critical point yet, but the direction of TFR use is approaching ridiculous (weddings and such). I would even go so far as to say that some basic freedoms are being compromised.
Here are some thoughts running through my head tonight.
* Not keeping the tanks full in the winter can lead to a serious side effect. Consider condensation forming and then the water freezes in the line. It may be undetected if the fuel selector is on BOTH and one wing's line is frozen. Without proper consideration, the pilot could be running into a low fuel situation as one tank empties and an imbalance in the weight of each wing as the full wing tank just sits there, untapped.
* Low temperatures can result in an increase power output of the engine. Extended use of this new found power is not necessarily good for the engine.
* If the belt in the front of the plane breaks, will the engine still run? Heh, this is not a serpentine belt like on my GMC truck. If that breaks, the truck does not run. The belt on a plane breaks and the engine continues to run (magnetos!). So other than a hopefully detectable noise of a belt break, how does the pilot know the belt broke while in flight? The ammeter will show a loss of power. This can also occur if one of the two leads to the alternator break or come loose (like the ground). During flight, the belts primary function is to power the alternator. The pilot shutsdown the alternator switch and fly on batteries. Shutting down unnecessary lights and radios is good thing to do at this time. Also, consider not using flaps until landing is assurred, as flaps need those batteries as well.
* The engine of a single engine plane is not centered perfectly. It, and the prop, are at angle. This is difficult to see unless the cowling is pulled off. The reason is to deal with the P-factor (the downward rotation of the blade is at a higher angle of attack, this providing more thrust than the upward side).
Friday, January 23, 2009
Friday, January 16, 2009
COLD and quiet day before the inauguration
Planes tied down at the airport were moved into hangers to make room for incoming fly-ins. The temperature was well below freezing. The wind picked up to 12 knots with peak gusts at 22 knots. I wanted to fly, but I wanted to stay warm and safe too.
So what does a student do? Well, we spent a little time preparing for my first country. The rest of the time we spent looking at some plane engines (a Piper Malibu and a Piper Warrior ). Why not get a little education on the systems that power the plane?
It was cool to contrast the two engines. In this case, the little Piper Warrior was a small four cylinder aspirated engine. The Malibu has a six cylinder fuel injected engine with a constant speed propeller. So here is a run down of things I learned in no particular order.
Magnetos:
* Both planes have two magnetos, as one would expect, and both have keys (unlike the dual engine cousins). This is important, because the key, in the 'off' position grounds out BOTH P-leads attached to the magnetos. If one of those P-leads breaks (it is thin wire...they break!), then simply turning the key to 'off' does not shutdown the engine. This is one good reason to cut the mixture when shutting down the engine. No gas, no run!
* Aptly name, the magnetos are left and right, on the left and right of the plane from the pilot's perspective and directly tied to the the 'left' and 'right' on the ignition switch. Turn the key to left, that grounds out the RIGHT magneto, and vice versa.
* When starting the engine (yes with the key) ONLY the left magneto is operating (assuming the ground is working). The reason is quite simple. Engine timing of a four cycle engine is such that the spark ignites when the piston is close to but not at the apex of its climb to the cylinder head. This is called ignition timing (remember hearing something to the effect of 20 degrees of top dead center in My Cousin Vinny? Sure you did). When the engine runs really slow (as in starting), ignition can happen to soon. So the left magneto has a impulse coupling (a spring loaded device) to alter the timing during ignition.
* Now here is where it gets interesting (well, if you are into this stuff). If you look at the wires to the spark plugs from the magnetos, you will notice the right wires go to the top (two, three) plugs on the right cylinders and the bottom plugs on the left cylinders. The left is in reverse. This is key (heh...foreshadowing;-). When priming the engine, the primer dumps gas into the cylinder head. The primer tube looks like a small fuel injection line. As you might guess, too much priming results in too much gas hanging out at the bottom part of the cylinder (cylinders are horizontal to the ground). This means the bottom spark plugs may get too much fuel and ground out. So, when starting, often times only the two LEFT cylinders will begin working because the LEFT magnetos provide the spark for the top left spark plugs. Now, Lycoming is not stupid. They often provide primers for only a subset of cylinders (skipping one or two on the right). This insures that some right cylinders are not flooded, pulling the gas from the carburateur. Once the ignition goes to BOTH, the top RIGHT spark plugs start igniting gas and then engine stops sputtering around.
* Fuel injection does not use primers. Fuel is injected into the cylinders. However, they do have an air pressure system that dumps air into the cylinders from the intake manifold. This serves the usual purpose as expected. In addition, these tubes maintain a fairly constant pressure in the cylinder so gas does not back up through the fuel lines.
* Turbochargers found on carburateur engines are driven by exhaust gases to turn a turbine. The turbine's primary function is to help maintain pressure within the carburateur, allowing the plane to fly at higher altitudes. The Warrior did not have one of these. It did however air conditioning. How convenient!
Ahh...so much more to tell. I will provide another post in a day or so. Spoilers: Not all planes have EGT thermometers on all the exhaust pipes. There are some easy ways to tell if there is a leak in the exhaust pipes. It is just plane stupid the use the throttle to dump fuel into the carburateur unless the purpose is to burn out the air intake.
So what does a student do? Well, we spent a little time preparing for my first country. The rest of the time we spent looking at some plane engines (a Piper Malibu and a Piper Warrior ). Why not get a little education on the systems that power the plane?
It was cool to contrast the two engines. In this case, the little Piper Warrior was a small four cylinder aspirated engine. The Malibu has a six cylinder fuel injected engine with a constant speed propeller. So here is a run down of things I learned in no particular order.
Magnetos:
* Both planes have two magnetos, as one would expect, and both have keys (unlike the dual engine cousins). This is important, because the key, in the 'off' position grounds out BOTH P-leads attached to the magnetos. If one of those P-leads breaks (it is thin wire...they break!), then simply turning the key to 'off' does not shutdown the engine. This is one good reason to cut the mixture when shutting down the engine. No gas, no run!
* Aptly name, the magnetos are left and right, on the left and right of the plane from the pilot's perspective and directly tied to the the 'left' and 'right' on the ignition switch. Turn the key to left, that grounds out the RIGHT magneto, and vice versa.
* When starting the engine (yes with the key) ONLY the left magneto is operating (assuming the ground is working). The reason is quite simple. Engine timing of a four cycle engine is such that the spark ignites when the piston is close to but not at the apex of its climb to the cylinder head. This is called ignition timing (remember hearing something to the effect of 20 degrees of top dead center in My Cousin Vinny? Sure you did). When the engine runs really slow (as in starting), ignition can happen to soon. So the left magneto has a impulse coupling (a spring loaded device) to alter the timing during ignition.
* Now here is where it gets interesting (well, if you are into this stuff). If you look at the wires to the spark plugs from the magnetos, you will notice the right wires go to the top (two, three) plugs on the right cylinders and the bottom plugs on the left cylinders. The left is in reverse. This is key (heh...foreshadowing;-). When priming the engine, the primer dumps gas into the cylinder head. The primer tube looks like a small fuel injection line. As you might guess, too much priming results in too much gas hanging out at the bottom part of the cylinder (cylinders are horizontal to the ground). This means the bottom spark plugs may get too much fuel and ground out. So, when starting, often times only the two LEFT cylinders will begin working because the LEFT magnetos provide the spark for the top left spark plugs. Now, Lycoming is not stupid. They often provide primers for only a subset of cylinders (skipping one or two on the right). This insures that some right cylinders are not flooded, pulling the gas from the carburateur. Once the ignition goes to BOTH, the top RIGHT spark plugs start igniting gas and then engine stops sputtering around.
* Fuel injection does not use primers. Fuel is injected into the cylinders. However, they do have an air pressure system that dumps air into the cylinders from the intake manifold. This serves the usual purpose as expected. In addition, these tubes maintain a fairly constant pressure in the cylinder so gas does not back up through the fuel lines.
* Turbochargers found on carburateur engines are driven by exhaust gases to turn a turbine. The turbine's primary function is to help maintain pressure within the carburateur, allowing the plane to fly at higher altitudes. The Warrior did not have one of these. It did however air conditioning. How convenient!
Ahh...so much more to tell. I will provide another post in a day or so. Spoilers: Not all planes have EGT thermometers on all the exhaust pipes. There are some easy ways to tell if there is a leak in the exhaust pipes. It is just plane stupid the use the throttle to dump fuel into the carburateur unless the purpose is to burn out the air intake.
Friday, January 9, 2009
Where is my thick skin when I need it
I am an aggressive person when it comes taking on new challenges. However, my expectations of myself and the people involved in such endeavors is very high. When others do not meet those expectations, I get frustrated. When I do not meet those expectations, I go a bit beyond frustration, which removes some of capacity to take on new information. This behavior must change. It has no place in the cockpit.
My instructor and I had a miscommunication in the cockpit today. It derailed me a little bit because my instructor seemed stuck on one concept. I understood the concept and moved on to another concept. The reason is that my instructor thought I said one word (dive) instead of another word (diamond). For a few seconds there, it was almost a 'who's on first' mishap. I do not need to go into details. The truth is, part of me was annoyed that my instructor did not show awareness of the miscommunication because he lacked confidence in my ability to access and quickly correct. It seemed a bit insulting. Hence, I need thicker skin.
There is no way I am going convince an experienced teacher and professional pilot to perhaps give me the benefit of the doubt in situations such as this. I tried and failed. There are few reaons for this. One, it matters little in the big picture. Either way, I made a mistake followed by a correction. So what if are perception on how quickly the correction occurred varies. Two, instructors cannot play guessing games or make assumptions. Three, experienced pilots are a stubborn lot, as their compromises can cost lives.
I figure I am well on the way of becoming a good pilot. My skin is getting thicker and, due to urgency demanded by my instructor, I am reprioritizing things to meet those demands.
My instructor says it best, the cockpit is a horrible classroom.
Not all people are cut out to be pilots. It is simply one of toughest things to do. I was trying to think of what personality types work well as pilots. I know this one person who is a building architect. He is great thinking on his feet, maintains knowledge of a ton of regulations, is commanding in his decisions, has broad technical knowledge including physics, and he has a firm grasp of procedures and priorities. He would make an outstounding pilot. If I could just harness some of those qualities.
Anyway, todays flight was full of events, as usual. Never a dull moment re-entering the ADIZ. Traffic coming and going, radio alive with chatter. After a hour of flying, my brain is fried. Coming into the ADIZ is an overload. I am thankful my instructor had us land and take a break in Culpepper.
Today, per my request, we worked on slow flight, forward slips, emergency procedures, steep turns, traffic patterns, and ADIZ communications. Everyday is a day of working on situational awareness. I was really happy that I did not lose ANY altitude transitioning to and from slow flight. I stayed within 20 feet of 3000. With steep turns, I stayed within 100. I can do better. ADIZ communications I can handle. It is when the traffic gets a bit busy trying to determine what Potomac Approach is saying that I struggle a bit.
My instructor and I had a miscommunication in the cockpit today. It derailed me a little bit because my instructor seemed stuck on one concept. I understood the concept and moved on to another concept. The reason is that my instructor thought I said one word (dive) instead of another word (diamond). For a few seconds there, it was almost a 'who's on first' mishap. I do not need to go into details. The truth is, part of me was annoyed that my instructor did not show awareness of the miscommunication because he lacked confidence in my ability to access and quickly correct. It seemed a bit insulting. Hence, I need thicker skin.
There is no way I am going convince an experienced teacher and professional pilot to perhaps give me the benefit of the doubt in situations such as this. I tried and failed. There are few reaons for this. One, it matters little in the big picture. Either way, I made a mistake followed by a correction. So what if are perception on how quickly the correction occurred varies. Two, instructors cannot play guessing games or make assumptions. Three, experienced pilots are a stubborn lot, as their compromises can cost lives.
I figure I am well on the way of becoming a good pilot. My skin is getting thicker and, due to urgency demanded by my instructor, I am reprioritizing things to meet those demands.
My instructor says it best, the cockpit is a horrible classroom.
Not all people are cut out to be pilots. It is simply one of toughest things to do. I was trying to think of what personality types work well as pilots. I know this one person who is a building architect. He is great thinking on his feet, maintains knowledge of a ton of regulations, is commanding in his decisions, has broad technical knowledge including physics, and he has a firm grasp of procedures and priorities. He would make an outstounding pilot. If I could just harness some of those qualities.
Anyway, todays flight was full of events, as usual. Never a dull moment re-entering the ADIZ. Traffic coming and going, radio alive with chatter. After a hour of flying, my brain is fried. Coming into the ADIZ is an overload. I am thankful my instructor had us land and take a break in Culpepper.
Today, per my request, we worked on slow flight, forward slips, emergency procedures, steep turns, traffic patterns, and ADIZ communications. Everyday is a day of working on situational awareness. I was really happy that I did not lose ANY altitude transitioning to and from slow flight. I stayed within 20 feet of 3000. With steep turns, I stayed within 100. I can do better. ADIZ communications I can handle. It is when the traffic gets a bit busy trying to determine what Potomac Approach is saying that I struggle a bit.
Saturday, January 3, 2009
Uhhh tower, Cessna two niner echo on final for three four right!?
Students can never get sick of pattern work. I am I right? At a business class D airport, listening to traffic is an experience in itself. Today was no exception. My instructor wanted to go over soft field landings and take-offs today. The fun began on preparation for my second trip around the pattern. After identifying kinks in my first attempts, I was ready to demonstrate a check-ride passing performance. At this time, the airport was buzzing with activity. I was waiting for Cirrus followed by a Citation short of the 34R. After the Citation cleared the runway, I was given clearance to take-off. No problems. My second soft field take-off went well. Things were quieting down. Somewhere around my turn onto downwind, the quiet was broken. The radio became active with conversation. Mid-field, still active. Abeam the numbers, still active. Turning to base, still active. At this point, the argument between the tower and a taxiing pilot was starting to get concerning. I could not interject and the idea of a go-around was crossing my mind. Turning to final, still active. Runway is clear. No traffic on approach and no other traffic in the pattern for 34R. I am still descending. Finally, a pause. The conversation is over! Quick, "Cessna two niner echo ON FINAL for three four right". Tower: "Cleared to land, three four right". Phewww!
Now, I am not making any judgements on the tower or the pilot involved in the argument. I will leave that to my instructor. It could have easily been just normal activity. Either way, it is a good exercise in patience and clarity for a student pilot. No matter what the situation, the wheels do not touch the runway without clearance.
So what of those soft field take-offs and landings? Forward pressure is required to hold the nose down during a soft field take-off after the mains leave the ground and before airspeed reaches at least 55 KIAS (Vr) or, better yet, 59 KIAS (Vx). This is an odd feeling. It feels like trying to push the nose back into the runway. But, it was easier than I thought and much more fun than a normal take-off. Short field take-offs are a bit different, requiring more back-pressure after reaching Vr.
Soft field landings made me look like I could land a plane smoothly. I am curious why I did not get this technique introduced earlier in the training. In my mind, it is much easier! With a soft field landing, a little power is used to keep pressure off the mains and hold the nose wheel till the plane is adequately slow to not cause damage or get stuck when the nose wheel contacts the ground. This little power maintains some of the four forces generated from the prop (gyroscopic, torque, p-factor and slip stream) meaning that the compensation for 'no power' is not so sudden. It is easier to hold the plane off and land softly with a little power. In addition, the student gets a better feel of the 'nose up' attitude, including the change in visual cues.
My instructor also provided some of these hints:
(1) When slowing the plane on downwind, use back pressure as the throttle is pulled back and then forward pressure AS the flaps come down. These combined and well timed movements will insure a level flight.
(2) Keep the plane slow on landing (65 knots) and, once over the numbers, start dropping the speed. To much speed raises the possibility of ballooning during the flare.
Next time: Short field landings and take-offs, review of emergency take-off procedures and, appropriately, forward slips.
Now, I am not making any judgements on the tower or the pilot involved in the argument. I will leave that to my instructor. It could have easily been just normal activity. Either way, it is a good exercise in patience and clarity for a student pilot. No matter what the situation, the wheels do not touch the runway without clearance.
So what of those soft field take-offs and landings? Forward pressure is required to hold the nose down during a soft field take-off after the mains leave the ground and before airspeed reaches at least 55 KIAS (Vr) or, better yet, 59 KIAS (Vx). This is an odd feeling. It feels like trying to push the nose back into the runway. But, it was easier than I thought and much more fun than a normal take-off. Short field take-offs are a bit different, requiring more back-pressure after reaching Vr.
Soft field landings made me look like I could land a plane smoothly. I am curious why I did not get this technique introduced earlier in the training. In my mind, it is much easier! With a soft field landing, a little power is used to keep pressure off the mains and hold the nose wheel till the plane is adequately slow to not cause damage or get stuck when the nose wheel contacts the ground. This little power maintains some of the four forces generated from the prop (gyroscopic, torque, p-factor and slip stream) meaning that the compensation for 'no power' is not so sudden. It is easier to hold the plane off and land softly with a little power. In addition, the student gets a better feel of the 'nose up' attitude, including the change in visual cues.
My instructor also provided some of these hints:
(1) When slowing the plane on downwind, use back pressure as the throttle is pulled back and then forward pressure AS the flaps come down. These combined and well timed movements will insure a level flight.
(2) Keep the plane slow on landing (65 knots) and, once over the numbers, start dropping the speed. To much speed raises the possibility of ballooning during the flare.
Next time: Short field landings and take-offs, review of emergency take-off procedures and, appropriately, forward slips.
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