xaminmo: Josh 2016 (Default)
In aviation, we have a term: Sterile Cockpit.

This means, during critical phases of flight, all attention is on the flight. There is no banter, paperwork, ipad/phone use, no programming the GPS, etc. Communication is only as necessary, which includes checklist and ATC calls.

Read more... )
xaminmo: Josh 2016 (Default)
Important reminder to every pilot:

FAR 91.103 means that you should not deviate from your plan unless:
* You have reviewed all available information for the new airport and route
* It's an emergency

It's easy to miss that one line here or there, so I urge you to double check your sources while on the ground. It would really be no fun getting an Air Force escort, or a landing fine/fee.

It's also important to not pick somewhere mid-flight you haven't reviewed thoroughly. While it's fun to hop in the car and see where it will take you, we're required to put a little more effort into planning.

Planning includes the AFD's Additional Remarks, FAA & military NOTAMS, airways, frequencies, terrain, etc. Legal and formal info might be from the FAA publications, Foreflight subscriptions, Jeppesen publications, etc.

We live in the future, so the Internet really does make this easy. You can get a general idea from places like Airnav and Skyvector that can save a bunch of time with initial planning.

This is brought up because we did have an incident. An unapproved landing occurred at a field that doesn't permit transient aircraft. No harm was done, and the airport manager was very understanding.

(Though it might be worth an ASRS report.)

This concludes your annoying reminder. Carry on, be safe, and have fun.
xaminmo: Josh 2016 (Default)

up late. woke 4 mins before alarm.

dream was i was an airline pilot flying the joke plane. was under serious pressure to fly it or lose my kob and have FAA and NTSB. go after me.

After some turn-arounds, got under way. Then ATC had me look up some ARINC alerts on my APU. could not find ANY info and stepped thru a portal to go to get help.

Basically, the plane's logs were half on 8mm film, and half in essay form in steel filing cabinets IN THE PLANE. Also in the logs were shelves of red eyed plush monkeys in 5 sizes, and piles of leftover equipment from when the plane was an air fortress think tank.

Anyway, got help looking, and became a supporter for cleaning up the crap and converting logs into concise, typed info. Justification to airline for the expense was room for more passengers, since the entire 1st class cabin was log and equip storage.

Seat Pitch

Jan. 8th, 2013 01:17 pm
xaminmo: (Josh 2004 Happy)
Wondering about fitting into various airplanes, and how "seat pitch" plays in.

So, I took a straight edge along my backside, and measured from there to the tip of my knee...


Seat Pitch on a plane measures between the same places in seats, so back to back, not "the free space between seats."

On the back part of an AA MD80, the seat pitch is 31", and the seat is just about 5" thick.

In other words, I'm mashing myself into those seats.


But really, I was measuring this to see what sorts of GA planes I could fit into.

Seat Height: My lower leg needs 25" to clear the yoke,
Leg Room: My upper leg needs 27" to clear the panel or seat in front of me.
Seat Pitch: 27" plus the thickness of the seat.
Seat Width: 19" if my pockets are empty.
Headroom: My torso needs 39" from the seat to the top of the cabin.

Obviously, some angles can be factored in here, but if my lower legs have to bend back, then it limits my ability to operate the rudder.
xaminmo: Josh 2016 (Default)
Ok, a couple of things...

#1, any suggestions for some sort of small, free graphic to help break up the sea of text:
Remember, it's a wiki, and it's to be utilitarian for a flying club. Some cleanup is OK, and maybe wordpress or something else would be or would have been better, but I'm not looking to complete redesign everything. Just anything glaringly horrid or easily fixed.

#2, any input on the obtrusiveness of the adds at:
compared to:
I know ads are tacky, but I pay for the hosting myself, and pay for the domain name(s), and biz cards, and a few things, so if I could offset that a little, it would be great. I just don't want to be uncomfortably advertisingly wrapped, which is why there's no skyscraper ads on the sidebar, etc.

#3, any input on how to advertise the flying club better? We're using adwords, but it's a little slow going. Biz cards at coffee shops seem to disappear, and we've gotten a couple of calls from that.
We don't really have an advertising budget because we're doing everything for free because we're members, trying to split/share costs. That being said, a couple of guys are putting up extra for expenses and such, so getting more members would have a financial value to several of us, and not just the plane owner.

PS, yes, I know "couple" means two, and I've set three.
xaminmo: (Aviation)
Fear does not define risk except in the case of performance anxiety. This came to mind after reflecting on a conversation with a friend. His statement was something to the effect of, "Of course flying yourself [for 45 minutes] is more risky than driving [for 3 hours]. If you don't believe me, just ask Erica if she's afraid of you flying."

2 non-actors' fears of an activity (or 2000 people) does not make it more risky. The situation and conditions define the risk. 2 pilots flying a plane with which they are very familiar is generally recognized as safe. There are stats on this. Drop it down to one pilot, but also drop out any cloud flying, and the actual risk is difficult to define.

Unless you're an insurance company. Liability for death-from-above is about $215 per year for me. According to Plane & Pilot, the average pilot flies about 40 hours per year. That means the risk per hour is about $5.38 for all incidents (dings, scrapes, crashes, etc). Compare to car insurance. My liability, if I had one car, one driver, would be about $638/yr. TheCanadianEncyclopedia, quoting some numbers from Honda, claims the average NA driver spends about 15 hours per week in their car. That means the risk 82 cents per hour.

In this case, GA flying is about 6.5 times higher risk than driving, based on insurance costs and fuzzy stats. This is pretty close, when you compare to Harry Mantakos' "Is GA Flying Safer Than Driving?" His research into stats shows GA flying to be about 5 times more risky than driving based on a high-average GA airspeed of 150 mph (it's more like 120).

It's also important to know that most GA flying is single engine, single pilot. Accident statistics show dual pilot operations have a substantially lower fatality rates than single pilot.

By comparison, Airline travel, which is 2-pilot (or more), has lower much number of fatal accidents, but a very slightly higher fatalities per million miles due to the number of people who can die per accident.

Also, I don't know how to factor in that my auto insurance is $100k liability, but my plane insurance is $1m liability. It's definitely not linear, but still.

Anyway, the point is, the research and statistics define the risk, not the fear.
xaminmo: Josh 2016 (Default)
I had a dream last night/this morning that we had an airplane.

It was a Cessna, but all the skins were replaced by translucent, corrugated plastic.

The wings were fully cantilevered, and would curve up vertically on the ends (due to stretching).

During flight, I had to lean out and push down on the wings so it would produce enough lift.

There were also some deamons that were chasing me and someone else around rooftops.

Someone had died, and there was a memorial/wake.

There was a jumbo barbecue party with a whole bunch of houses in a row, and the back yards all backed up to a greenbelt with a creek and trees.

I think Morgan was somewhere in this dreamscape, but I don't remember well enough.
xaminmo: Josh 2016 (Default)
Flying is all about energy management. Two forms of energy, one conversion process between them, and an inefficiency factor. A Frisbee is an excellent example of a simple aircraft. Thrust is you throwing it. It has Lift from a pocket of pressure under it and a vacuum above it due to the shape, which causes it to defy Gravity so long as it's speed is fast enough and so long as it stays horizontal (more spin helps). Eventually, wind resistance, known as Drag, will slow it down, and it will begin to fall, until it lands.

So, the four basic forces in flight, with their counterparts, are:
* Thrust counters Drag
* Lift counters Gravity
Read more... )
xaminmo: (Aviation)
Crossposted from http://community.livejournal.com/aviation/388722.html
I'm 6'6, 35" inseam, 285LBS and shoe soles usually 1/2" at the toe and 1" at the heel. Because it's always tough to find plane-fit data, I thought I'd post some, and see if anyone else on this community with height/weight challenges would like to add their input.

In addition to fit, I've put my general feelings about the planes, how they handle, pros and cons, in a narrative, free-thought sort of way.

C152, C172, DA40, PA34, etc )
xaminmo: Josh 2016 (Default)
Rather than having TSA mandate each GA airport in question set up its own security badge area, why not upgrade the FAA pilot certs to be a universal pilot ID badge? Include a photo, thumbprint, and have some minimal background search during application for cert or medical.
xaminmo: (Brain)
Customer work at 3am, so I'm up already and consuming caffeine.

Gcal woke me at 1am, but I went back to sleep.

My phone woke me at 2am, and I got up at 2:30 after snooze.

My last wake-up dream was compact.

I was lying down in a medium sized jet, maybe 6-8 seats, but lots of room inside.

From my vantage point, I could see the wings.

We were #1 for take off, and I thought, "flaps".

The pilot started the roll, and never put down take-off flaps.

Acceleration seemed slow, and we had trouble lifting off.

It seemed like a non-commercial pilot, because HE DIDN'T REJECT TAKEOFF!

So I sit up, and and turn around to face forward at the same time he tells everyone to brace for impact.

I'm braced and see through the front (open cockpit, single-pilot) that we're cutting through downtown Chicago (south to north, so maybe we left Midway), though in the dream, I thought it was Manhattan.

We're basically flying between buildings, and we're not able to climb enough to get out.

So the pilot is banking and sideslipping to keep us from clipping the wings on anything, and we're moving along around 250kts.

Every time he "misses" something, it sounds like a sports bar during football season with a chorus of "OOOOHHHHHH!"

But we make it. We break free to at the river. Not Scot free, but wide enough to get out somewhere and climb slowly or find somewhere to land. That's also when I realize it's Chicago. I also wake up here.

As I was waking up, I thought the plane must have been overweight, and that the pilot didn't calculate loading or W&B or whatever that model used for weight limits, and that someone must have brought on more luggage than planned for.

Strange dream.
xaminmo: Josh 2016 (Default)
What: Open House with Fajitas, and display of Cessna 172, 182, 206 and 400.
Location: KADS, Monarch Air 4580 Claire Chennault, 75001
When: Today, 10am to 4pm

Who wants to go with me?

The Cessna 400 was the Columbia 400 turbo, aka Lancair Certified, fixed gear, 550ci turbocharged engine. This is what I really want to see.

It's low wing, composite. Looks like an SR22, but the avionics are more streamlined. Top cruise at 11,000 is 200kts, and top cruise at FL250 is 235kts if you have oxygen.

The other three are visually familiar to most people. It's the high wing Cessna style. Sort of a wagon hanging from a wing. Their differences are horsepower and proportionally a little different in size, but are basically the same.

Anyone see this in DFW? Gimme a call. If you don't have my cell number, it's on Facebook. Or, people are welcome to go without me. Monarch will love it, but I will be sad. *sad face*
xaminmo: Josh 2016 (Default)
Q: When I make an approach into a nontowered airport that doesn’t have radar service, the controller is always insisting that I let him know immediately when I can cancel IFR. What’s the rush?
A: More than likely we are waiting until you cancel IFR (or report on the ground) so we can issue an approach or departure clearance to another aircraft. ATC can’t let other aircraft conduct approaches or depart IFR from that airport until you cancel IFR, even if the weather is severe clear.
Severe Clear! HAH!
xaminmo: Josh 2016 (Default)
So, American has a wifi to satellite internet bridge on this flight. $10 for a 2 hour flight.

258ms latency
850kb/sec peak
674kb/sec average
58kb/sec upload
SSH is usable, and web is fine.
xaminmo: (Aviation)
Ok, everyone can save up together and help me get one of these:

xaminmo: Josh 2016 (Default)
ExecJet was just advised to "follow the yellow brick road" at KOAK.
xaminmo: (Aviation)
FAA compensation rules )
Anyway, the point is that I can receive money used to pay for my training.

I'd like to fly a Zeppelin. The fee is $3k, plus it's in California, so my overall cost would be about $4k. No licensing, just for fun.

I'd like my multi-engine rating and complex + high perf endorsements. I can get ME or HP for about $5k each locally, and either would include complex endorsement.

I'd ultimately like to get instrument rated (about $20k for me), and then commercial rated for another $25k.
. )
I would GREATLY appreciate donations to be put towards flying lessons (instructor, rental, and incidentals).
. )
I'd also appreciate any help in coming up with ways to help get more money for flying, or who might be willing to do legwork in getting other people to donate to me.

Donation money can be sent to me via Paypal
. )


xaminmo: Josh 2016 (Default)

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