I’d certainly be a little wary of the new plane after reading this, but
honestly, this does not surprise me in the least. The aviation industry
is concerned with money first, safety a far distant second.
http://makeashorterlink.com/?Q121218EB
OK. These numbers are based on an extract from a power setting table for a
Lycoming 180HP :-
For 55% rated power with a FF of 7.4G/h at SL with an RPM of 2100, the MP
is 20.9.
For 55% rated power with a FF of 7.4G/h at 12,000 ft PA, again with an RPM
of 2100, the MP is 18.2.
I understand (and please correct me if I’m wrong) that fuel flow has a
linear relationship to power, i.e. a certain fuel flow will produce a
certain amount of power. Therefore, the FF figure of 7.4G/h producing 55% at
both alts is consistent with that understanding. However, what I don’t
understand immediately is why at altitude the MP required is only 18.2
rather than 20.9.
Anyone have a simple explanation?
Thanks in advance. I’m working on the "no stupid questions" maxim here….
although some of this stuff makes me feel like a moron from time to time.
Anyone have any experiences with the new provider?
Hello everyone,
I’m sure you probably read at least 50 "newbie" messages a week and I
apologize in advance for this one. But as the subject reads, I’m a new
pilot in training. I’ve only been flying for about a month now, but I
only fly once a week, so really, I’ve only been up four times now. I
feel comfortable with my instructor and confident in his knowledge and
experience, but I have to admit, learning to fly is much more difficult
than it sounds/looks.
So far, I feel confident in my ability to pre-flight the aircraft, taxi
on the taxi-ways, and take offs. I feel pretty good about those three
things. In other words, I can get myself in the air and establish a
steady altitude and fly (which I really enjoy). However, my instructor
is now showing me "stalls." These scare the living hell out of me!!
We’ve done power-off stalls for two sessions now and I know what they
feel like and can recover from them ok, but I really, really don’t like
these.
Also, last session, my instructor introduced me to landings. Now, my
log book only has about four hours of flight time in it, so you can only
imagine how this went. I’m really surprised the Skyhawks landing gear
held up to my abuse. Plus, for my first attempt, I was trying to land
with an unbelievable cross-wind. The wind was blowing from right to
left and from what I can tell, my instructor had the right rudder pedal
pressed all the way down. Again, this was scary as hell. I’m still
amazed we didn’t crash.
So I guess my question would be this: Can any of you guys offer some
advice on how to get through stall training and landings because right
now my confidence is shot.
Thanks in advance,
Terry
Well the oil leak is fixed but I have another problem. Geesh it just
never stops!
The Airwolf remote filter adapter arrived as promised and it is a work
of art. Very nicely machined parts. The one thing that was not readily
apparent was the extra $200 for the hoses. The total cost for the kit
including hoses $700 and change. Don’t get me wrong they ar every nice
hoses and custom made to length and offset.
Airwolf does have a kit that will attach to the existing filter adapter.
Since I had a crack in my oil filter adapter I opted to replace the
adapter with Airwolf’s kit that replaced the adapter. This added
significantly to the install time. The firewall mount for the remote
filter was strait forward and fairly easy. I did need a second person to
bolt it in place. I mounted it on the lower right side of the fire wall.
This is opposite the fuel collator and line. Easy to get to and as far
as I could get it from the exhaust system.
One of the hoses in the first set was built wrong. I asked Airwolf if
they wanted me to fax them a diagram and they sid no. Ok. the first hose
was pretty strait forward. Strait on one end and a 45 on the other. The
other hose was a little more complicated. 45 degree fittings on both
ends and one of them need to have a 45 offset.
He started by asked me if I had ever shot a rifle before. I said I had.
Ok one fitting is at the trigger were is the other.
I told him at 10:30. He said 135 degrees, yeah 10:30. Well his 135
degrees was 1:30. What he wanted was 225 degrees.
He screwed up so they ate the hose and I suspect the profit on my sale.
I finally received the correct hose Friday and installed it this
afternoon. THe leak check was fine. I had to run it long enough to
circulate oil through the cooler. After 5 or so minutes of full system
circulation I shut down and went to check for leaks. None found! in the
oil system.
However I found a couple of drips at the fuel side of things. I thought
it was the collator drain. Nope. It was one of the case drains, Damn. I
traced it back and it is the fuel pump. Another $250. Fortunately it
seems to be one of the cheapest pumps.
Another week of down time and I should be ok.
Michelle
Hi,
Back from the wild west, a weekend spend watching flying horses (I kid
you not!) flying is the correct term for their fastest gait.
Have spoken to the lovely people at Shoreham airport and as its such a
lovely day, they are happy to take me up flying this afternoon!!!!!!!
So unless I chicken out, I will have report tonight….
Till later
In the recent Airbus nose gear thread, someone posted a link to a report
about a B-777 fly-by-wire upset. I can’t find it now and am asking if
someone can bring up the link to this report.
TIA,
D.
Was flying pattern work after a long layoff yesterday. Very crowded, with
five or six planes in or entering the pattern at Longmont (2V2), which has
one runway 29-11. I always try and keep a mental picture of every plane
approaching or in the pattern. Since I know the airport well, I can usually
place planes pretty well by their calls.
I announced and made the crosswind to downwind turn (left traffic for 11).
Two seconds later a Cherokee makes the same announcement. Immediate
sphincter tightening.
"Cherokee at Longmont, 6RP just turned crosswind to downwind, is abeam
numbers 29 at 6050, say position"
"Looking for you"
Well, that helps a lot. I have no idea where this guy is. I’m in a high
wing, he’s in a low wing. I quickly checked below me, and 9 back to 6 (as
well as I can see 6 in a Skylane).
"6RP is descending and turning left toward midfield"
The Cherokee thanked me.
Before I’ve even reached the runway the Cherokee announces a turn to base.
There is no way this guy was anywhere near the turn from crosswind to
downwind at the same time I was, in fact, he was probably already past
midfield on the downwind. All he had to do was respond with "Cherokee is
midfield downwind" when I asked him to "say position".
No big deal, but it sure would be nice if people had a better feel for and
ability to communicate situational awareness in the pattern.
Michael
I talked to someone who has seen a drawing of the new Cessna line of
models. It will be high wing and it is planned to have four doors. Up
to six seats should be possible. The cabin width will be 54". The
interior will be more "automotive" style with G1000 avionics. It will
be as fast as the Cirrus airplanes. The engine hasn’t been decided,
but apparently Cessna is considering a Diesel engine as an option. A
turbo charged engine will be an option for sure. Plastic or metal
hasn’t been decided either; however, Cessna’s long term aluminum
supply contract will end in 2007.
Gerd
If you were about to go on an IFR flight, and for some unknown,
hypothetical reason you had to pick one instrument in the standard six
pack that you could not use, which one would it be?
–
Chris W
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