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Cessnaflyer

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Posts posted by Cessnaflyer

  6. Posted

    I'm assuming that was Germany?  My grandpa was also shot down flying a Lancaster over Holland and spent the rest of the war in prison camps.  I think many of those guys were a little bit nuts back then but understandable given what they had to go through.

    He was flying from Africa to Italy at the time of being shot down. He wrote a memoir of the time and I really need to scan it and put it on the web.

  7. Posted

    Chuck Yager is a nut. Meet him in person and you find out what kind of man he is.

     

    My step grandpa is my hero. He wrote about his time in WWII and being shot down and spending time in camp.

  10. Posted

    Those are fairly large gusts at 20 knots.

     

    The surprising thing is both transport category aircraft I've flown did not have a maximum headwind component or a company rule against it. We only had max crosswinds which were 30 knots IIRC. The only thing that makes these winds bad are the gusts and mechanical turbulence from buildings and hangars. Otherwise it's just a weird feeling hanging there on final for so long.

  11. Posted

    That is right but DGCA and JAA are different from FAA .However they are co-related (ofcourse) but much more complex and detailed

    I know the FAA tests are a joke, but Theory of Flight classes are no joke. We would take a whole 4 hour class session working in minutia just to find how a rotation or stall speed would be changed.

  12. Posted

    After getting my ATP I've used 0 of the equations required. Through theory of flight I used to be able to calculate nearly everything by memory but once you start flying the only thing we care about is if we are starting our descent so it is a nice stable 1500 fpm descent. 

  13. Posted

    Well you would have to read the relevant Acceptable Means of Compliance (AMC) to check whether this actually has to be shown during a test flight or whether a simulation is enough, but I'm guessing (2) and especially (2)(iii) would be hard to do with simulation alone, rather than during a test flight.

    I am not sure how the FAA treats it but here is one of the high speed AMCs I could find. It seems even with limiting devices they have to be switched off and tested like they failed.

     

    http://www.easa.europa.eu/rulemaking/docs/npa/2011/NPA%202011-09.pdf

    Well you would have to read the relevant Acceptable Means of Compliance (AMC) to check whether this actually has to be shown during a test flight or whether a simulation is enough, but I'm guessing (2) and especially (2)(iii) would be hard to do with simulation alone, rather than during a test flight.

    http://www.easa.europa.eu/rulemaking/docs/npa/2011/NPA%202011-09.pdf

     

    It looks like it has to still be tested even when limiting devices are installed.

  14. Posted

    Didn't the A380 have to do some testing close to Mach 1? Did the 787 also?

    An interesting little read. The aircraft will pass the Mmo in testing  

     

    § 25.253   High-speed characteristics.

    (a) Speed increase and recovery characteristics. The following speed increase and recovery characteristics must be met:

    (1) Operating conditions and characteristics likely to cause inadvertent speed increases (including upsets in pitch and roll) must be simulated with the airplane trimmed at any likely cruise speed up to V MO / M MO. These conditions and characteristics include gust upsets, inadvertent control movements, low stick force gradient in relation to control friction, passenger movement, leveling off from climb, and descent from Mach to airspeed limit altitudes.

    (2) Allowing for pilot reaction time after effective inherent or artificial speed warning occurs, it must be shown that the airplane can be recovered to a normal attitude and its speed reduced to V MO / M MO, without—

    (i) Exceptional piloting strength or skill;

    (ii) Exceeding V D / M D, V DF / M DF, or the structural limitations; and

    (iii) Buffeting that would impair the pilot's ability to read the instruments or control the airplane for recovery.

    (3) With the airplane trimmed at any speed up to VMO /MMO , there must be no reversal of the response to control input about any axis at any speed up to VDF /MDF . Any tendency to pitch, roll, or yaw must be mild and readily controllable, using normal piloting techniques. When the airplane is trimmed at VMO /MMO , the slope of the elevator control force versus speed curve need not be stable at speeds greater than VFC /MFC , but there must be a push force at all speeds up to VDF /MDF and there must be no sudden or excessive reduction of elevator control force as VDF /MDF is reached.

    (4) Adequate roll capability to assure a prompt recovery from a lateral upset condition must be available at any speed up to VDF /MDF .

    (5) With the airplane trimmed at VMO /MMO , extension of the speedbrakes over the available range of movements of the pilot's control, at all speeds above VMO /MMO , but not so high that VDF /MDF would be exceeded during the maneuver, must not result in:

    (i) An excessive positive load factor when the pilot does not take action to counteract the effects of extension;

    (ii) Buffeting that would impair the pilot's ability to read the instruments or control the airplane for recovery; or

    (iii) A nose down pitching moment, unless it is small.

    ( B) Maximum speed for stability characteristics, V FC /M FC . VFC /MFC is the maximum speed at which the requirements of §§ 25.143(g), 25.147(f), 25.175( B)(1), 25.177(a) through ©, and 25.181 must be met with flaps and landing gear retracted. Except as noted in § 25.253©, VFC /MFC may not be less than a speed midway between VMO /MMO and VDF /MDF , except that, for altitudes where Mach number is the limiting factor, MFC need not exceed the Mach number at which effective speed warning occurs.

    © Maximum speed for stability characteristics in icing conditions. The maximum speed for stability characteristics with the ice accretions defined in appendix C, at which the requirements of §§ 25.143(g), 25.147(f), 25.175( B)(1), 25.177(a) through ©, and 25.181 must be met, is the lower of:

    (1) 300 knots CAS;

    (2) VFC ; or

    (3) A speed at which it is demonstrated that the airframe will be free of ice accretion due to the effects of increased dynamic pressure.

    [Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as amended by Amdt. 25-23, 35 FR 5671, Apr. 8, 1970; Amdt. 25-54, 45 FR 60172, Sept. 11, 1980; Amdt. 25-72, 55 FR 29775, July 20, 1990; Amdt. 25-84, 60 FR 30750, June 9, 1995; Amdt. 25-121, 72 FR 44668, Aug. 8, 2007; Amdt. 25-135, 76 FR 74654, Dec. 1, 2011]

  19. Posted

    Chris,

     

    Definitely a small world. I started training in April 2004 and received my PPL Oct '04.

     

    Might have to drop out at Felts while you're in town, and have a visit. I'll buy you a cup of coffee at the Skyway Café. It's been a long time since I've been out there. Was 738BS orange and white? I was going through my photo album looking for the three 172s I flew while I was there for training, and after I received my PPL I rented. The first 172 I flew, and flew the most was N3334E, then it was N733BT. But I can't remember the third, and I'm sure it orange and white, and, I'm sure the first number was 7. ha After I received my PPL I flew 3BT all the time.

     

    You may remember the 210 that caught on fire in Kalispell that Felts owned. I copiloted that aircraft a couple of times during some test flights. Didn't control the aircraft, just took readings of all gauges. Flew from Felts to COE and back for the test flights. That was fun.

     

    Then I went back to Montana and haven't flown since. I miss it a lot.

     

    My brother flies a King Air (Chief Pilot) for the company that owns Justin Boot Company out of Fort Worth. A couple of years ago he flew up here in his 172. I've flown with him a couple of times during my visits down there. He and my dad, and my wife are the ones that got me into getting my PPL once I retired from the military.

     

    Again, Small World.

     

    Rod

    Hi Rod,

     

    I flew for Spokane Airways when Felts went out of business. Spokane Airways bought 738BS from Felts and that's how I was able to teach in it. IIRC their other 172 had a prop strike. I was up at Spokane Airways between 2009 and 2011 then I moved to Hawaii to fly for Island Air. Now I am back for a dream job at Felts.

     

    Did you fly with Rickey Harber while you were flying out of Felts?

     

    I'll be leaving on a trip Wednesday if you are around.

  20. Posted

    Jim....Good question about the which BC to take with me. Well, I always take my oldest male as he and I've been together for 8 1/2 years and I took him through his AKC Championship (confirmation) back in '06. I do have a female I've had for 7 years, and she's always by my side too. I guess I could take both of 'em, and leave mom with the "kids". Two six month old pups and their mother.

     

    Started flying R/Cs in 1989. Was the President of Post Fall Flyers Club for a couple of years. Am the webmaster for their site. http://allons7.wix.com/post-falls-flyers

     

    There are a lot of airports in Mt and Id which would be good challenges for ya. Too many to list.

     

    The invite still stands for that cup of coffee Jim.

     

    Rod

     

    Pic of me, with my instructor, after my first solo with N733BT. Photo taken on Felts Field. Then he cut my shirt tail off.

    RodBeckFirstSolo_0996_zps24f8aec8.jpg

    Small world. I used to teach in Felts other 172 738BS. I now fly a King Air for a company on Felts.

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