GinBaby’s Neighborhood

Hey Pete,

Are you still up for this?? I think I can handle most of this (so he says now, before curling up into a babbling mess under a table), but the firewall forward (engine) bits will be tricky.

Ninja

Folks,

This clip gives you a great cockpit perspective of the sort of view I see on my final approach - the last 3-4 seconds is critical. This is when you begin your flare to touchdown on the mainwheels and then nose wheel.

The Remos dashboard is nice and low - and flat as well. Visual perspectives are different for every pilot as we're all different in height. But we all pick our own points off the windscreen as to when specific actions have to happen, and then do them.

Ninja

Just saw the new Star Trek movie. I'm not a Trekkie (believe it or not, not too many people know or watch Star Trek in Japan. Otaku population was too busy watching Gundam and Evangelion while their American counterparts were watching Star Trek:-), so I must be missing some references to the original series (which I confess I have never watched, not even a single episode- I only watched a season or two from The Next Generation, and a few episodes from Deep Space Nine and Voyager. My nerd education is clearly not complete).

Folks,

As I progress in my training, I'm starting to understand that flying involves a lot of want-to attitude. There will be days - as I'm feeling now - where the head starts to assert itself over the heart and you begin to ask "why".

I just want to fly because I've always wanted to fly. If not now, then when? When I'm old-er and perhaps less fit to fly?

It's a journey alright.

Ninja

DXW at 1300 today

Folks,

It's interesting everytime you learn something new; like an epiphany. The next time someone says that flying is like driving a car, tell them THEY ARE WRONG!

OK, today was a terrific flying day. Weather gods were totally on our side. See that pic? That's KMB's younger sister, Delta Xray Whiskey just before I pre-flighted her for take-off. See the clear skies all around? That's how great VMC is for flyers everywhere.

Oh, where was I again? Right, learning something new. You see, ATC cleared us for right hand circuits on Runway Zero-Six right. No problem, right? Not really. Taxiing there and doing your run-up checks etc, are all pretty standard wherever you go. But for me, doing the right hand circuit is a new thing. My visual reference points on the ground were all different to what I had been doing before - which was all viewed from the left cockpit where I'm seated.

Anyway, I did two circuits on 06R where for the first landing, Min assisted - keep in mind I haven't flown since Nov 7, so I'm claiming rust as a defence. Second landing was all me; not too bad but I've got to learn to take the thermals in my stride.

As I took off for my third circuit, tower swapped me around to Runway Two-Four Left, my old stomping ground. Happy! OK, I'd just climbed to 1000ft when the call came. So it was a sharp left hand turn back to what was now my base leg flying towards 24L. Quick power down to 1500rpm, Min made a quick radio call to get clearance for T&G on 24L. Check.

Altitude had to be scrubbed off quickly, remembering that at base, I'm usually already at about 700ft. I was still at 1000ft and powered down to 1500rpm. I couldn't dial in the flaps yet as the airspeed was still outside the max Vfe (flaps extended airspeed) range of 81 knots. So, I have to reduce the rpm further, pitch down and trim in a low-powered descent before dialling in 10 per cent of flaps. Airspeed is now around 75 knots on base leg and turning into final. Good.

On short final, my altitude is a lot better and I give the Lycomings a short burst of power to help me glide over the threshold before idling.

I know what has to be done two steps ahead. Both my hands are on the yoke to keep the wings level. Both feet are working the rudder to keep the yaw slip to a minimum. My eyes are on the horizon in a kind of 100-yard stare. I can feel the aircraft doing a powerless glide. I feather the yoke back gently for my flare, not too much, and what do you know? DXW lands rather petitely! That was my 9/10 landing today acording to Min. Stoked!!!

Right, it's not over. In my head for the past fortnight, I've been living this exact moment repeatedly. My feet are firm against the pedals to keep us on the centreline, my right hand reaches out to flick the electric flaps up, two turns of the trim wheel forward, push the throttle forward to full power, get both hands back on the yoke, watch the ASI hit 65 knots and pulll back... and she flies! Off we go again.

I did another three reasonably okay landings today and Min reckons today was not too bad. The skies did look a tad crowded with a number of other aircraft doing circuits. I had a keen eye out for them but they were distracting (as I'm sure I was to them) as on circuit 4 I think, we both came in on the base leg on parallel runways - 24L and 24R.

So, big takeaways today:

- Feet needs to maintain constant pressure on rudder pedals to prevent yaw slippage on approach;
- Both hands have to be on the yoke on crossing threshold, which means get all the settings sorted out on short final;
- Eyes up on flare and gently work the yoke, the plane will land;
- Keep the pedal pressure on while the Go settings are done (flaps up, trim wheel and throttle up);
- Get both hands back on the yoke for takeoff roll.

Everyone has their own rituals and methods in flying. I now know what works for me - both my hands and feet have to be planted at critical moments. These are when I cross the threshold just prior to the flare and on the takeoff roll once the takeoff setups are done. Get those hands back on the yoke, both feet keeping the rudder pressure on, and the eyes looking up!

Anyway, I'll have to prove all this again at 1300 tomorrow.

Clear prop!

Ninja

Folks,

I am so totally envious of the skill that these guys have when they can land this flying brick with such precision... all done with feel.

Atlantis is doing some serious airspeed when it's on final approach to Runway three-three. Clean wing landing, too. How good are these people, hey?

Ninja

http://www.eaa.org/news/2009/2009-11-12_tickets.asp

Folks,

I'm saving all my pennies for this.

Ninja

Here's what happens:

1) The aircraft stalls and then goes into a spin
2) Release pressure on the yoke (or stick if the aircraft has one) ie. let the nose dip further, as crazy as that sounds
3) Step on the opposite rudder counter to the direction in which you're spinning
4) Throttle up
5) Stabilise attitude with ailerons
6) Pull back on yoke to bring the aircraft back under control.

Done.

IMPORTANT: Do not practice this manoeuvre below 3000ft minimum and do it away from built-up areas and congested airspace.

An oldie but goodie...

http://www.theaustralian.com.au/politics/tony-abbott-will-challenge-malcolm-turnbull-on-monday/story-e6frgczf-1225804446518

Folks,

In flying, there's a condition called a stall where the airflow over the wings is so fragmented that the aircraft can no longer achieve lift.

In this situation, the aircraft will first yaw and if left uncorrected, will roll on its side and result very quickly in an autorotation, which is basically a spinning dive to the ground.

Methinks the Liberal Party is this morning somewhere between a late yaw and the start of a spinning dive. Just goes to show how shallow their talent pool is... and if Abbott does get the numbers next week, can you imagine HIM being the alternative PM of Australia? We're scraping up rotting road-kill here.

Ninja