TakeFlight Notes

A Swedish Perspective....

2011-12-23T19:15:00.002-05:00

http://www.youtube.com/watch?v=SfEVA6SLQmc

2011-11-25T16:36:00.001-05:00

1st solo Vishal! Congratulations!

2011-11-25T16:17:00.001-05:00

Way to go Alex! 1st Solo!

2011-10-25T20:23:00.003-04:00

Doctor conquers the sky!

1st solo at KPMP!!!! Congratulations Rose!!! Job well done!

2011-10-12T19:33:00.000-04:00

Mobile schedule login!

2011-09-23T21:42:00.002-04:00

Night airshow at Airventure Oshkosh!

2011-09-20T00:43:00.000-04:00

Cesar solos at KPMP 9/18/11! Congratulations!

TS Emily

2011-08-02T21:28:00.002-04:00

Congratulations Daniel!! Multi-engine Private!!

2011-07-20T20:06:00.000-04:00

Congratulations Vladimir - multi-engine commercial and instrument!

2011-07-20T20:04:00.002-04:00

Akbar solos!

2011-07-20T20:02:00.000-04:00

Congratulations Akbar on your first solo! 6/27/11 KPMP

Another multi-commercial pilot!

2011-06-25T16:27:00.000-04:00

Congratulations Kevin on passing your multi-engine commercial check ride!

Time-building and splitting the cost

2011-05-05T13:53:00.001-04:00

How do I build time with a partner, split the cost, and still log PIC that I need?

The following discussion is focused on the instrument rating requirements, but also applies to the hours required for the commercial and ATP certificates:

Instrument experience requirements/prerequisites: Per the FAA, an instrument rating under Part 61 requires 50 hours of pilot in command (PIC) cross country time prior to the checkride. It further requires at least 40 hours of actual or simulated instrument time. Of the 40 hours, a minimum of 15 hours is required to be with an instrument instructor. Cross country for the purposes of obtaining a certificate or rating means the first point of landing must be more than 50NM from the departure point.

Discussion: Usually, only one pilot may claim pilot in command (PIC) at a time. There is a legal loophole allowed by the FAA for PIC time-building: If one person is under the hood simulating instrument conditions and the second person is the safety pilot, then both may claim pilot in command while one person is under the hood. To qualify for this, both pilots must agree to the plan before the flight and the name of the safety pilot must be documented in the log-book of the pilot who was under the hood.

Exceptions: Safety pilot logging cross country. The regulations are not completely clear, but the general legal interpretation is that only the pilot simulating IFR and conducting the landings may log cross-country in their log book. The safety pilot may only log the time the other person was under the hood (thus requiring a safety pilot) and is not log-able as cross country. This is the most cautious and conservative way to log the cross country time per the regulations. (Some people do log XC for both pilots but risk the FAA invalidating the XC time)

To sum up: The pilot under the hood may log the entire flight as PIC, XC (if more than 50NM), total time, and simulated instrument time for the portion spent under the hood. The safety pilot may log PIC and total time only for the portion of the flight the other pilot was under the hood.

The benefit: 1/2 cost time building! As noted above and below, not all of the instrument time has to be with an instructor and the cross country time can be done under the hood with a safety pilot killing two birds with one stone! (I do however, recommend that you work with an instructor first prior to striking out on your own to maximize the efficiency and effectiveness when you are time-building with a partner)

Air France A380 Clips CRJ while taxiing

2011-04-12T13:00:00.000-04:00

http://www.youtube.com/watch?v=2StZVDUck9M

Matt does it!

2011-04-06T22:56:00.000-04:00

1st Solo! Nice job Matt!

New private pilot on the loose!

2011-03-24T14:55:00.000-04:00

Congratulations Alexey!!

Another bird leaves the nest!!

2011-03-21T22:55:00.000-04:00

Congratulations Coralie on your Private Pilot Certificate!!

New Commercial Multi-Engine pilot!!! Congratulations Dmitry!!

2011-03-21T22:49:00.000-04:00

Another French aviation pioneer!

2011-02-18T23:09:00.001-05:00

Congratulations Coralie on your first solo!

The Rockin' Russian solos!

2011-02-17T00:52:00.000-05:00

Congratulations Alexey!

Congratulations Dmitry on your instrument rating!!

2011-02-17T00:50:00.001-05:00

And now on the the Commercial Multi-Engine...

flightaware.com N1410T

2011-01-07T21:06:00.000-05:00

Follow me to Albuquerque on Flightaware!

New Private Pilot Jim

2010-12-08T17:48:00.000-05:00

Congratulations!

A new Private Pilot is born.... Congratulations Jon!

2010-11-29T17:31:00.002-05:00

Welcome to the 1% club!

Belated 1st solo congrats to Roy!

2010-10-04T17:23:00.000-04:00

stay tuned for pics....

The Everglades and the Gulf

2010-10-03T16:35:00.000-04:00

Continental Recalls Furloughed Pilots - PilotJobs.com: Regional Airline Pilot Jobs

2010-10-03T16:11:00.000-04:00

Continental Recalls Furloughed Pilots - PilotJobs.com: Regional Airline Pilot Jobs

1st Solo!! Congratulations Jim!!!

2010-08-30T20:52:00.000-04:00

Higher Google Checkout amounts

2010-08-23T18:26:00.002-04:00

By popular demand.... increased denominations for depositing to your account. Thanks Roy, for the the suggestion!

- Paul

SpacShiptwo first crewed flight

2010-07-26T13:01:00.000-04:00

16.07.10

VSS Enterprise Makes First Crewed Flight

15th July 2010, Mojave Air and Spaceport CA

15th July was a significant milestone for Scaled Composites as the team march towards the first solo flights of VSS Enterprise (SpaceShipTwo).
For the first time VSS Enterprise flew with crew on board. As planned, the spaceship remained attached to VMS Eve (captive) for the duration of the flight and numerous combined vehicle systems tests were conducted. In addition and for the first time, the two crew members on board VSS Enterprise, evaluated all of the spaceship’s systems and functions from end to end in the air. Objectives achieved.
Congratulations to the whole team!
Mission Details:
– WhiteKnightTwo (VMS Eve) flight number 33
– SpaceShipTwo (VSS Enterprise) flight number three in captive carry configuration.
– Flight Time: 6 hours 12 minutes
– VMS Eve crew: Mark Stucky, Peter Kalogiannis, Brian Maisler
– VSS Enterprise crew: Peter Siebold, Michael Alsbury

New instrument pilots!

2010-07-07T20:47:00.002-04:00

Congratulations to Jonathan and Romain on their instrument ratings! Viva Le France!

Congratulations Jon

2010-07-07T20:46:00.002-04:00

Another solo! Congratulations Jon on your recent solo!!!

New solo!

2010-05-09T19:16:00.000-04:00

Congratulations Secret Agent Joe on your solo today. Sorry, no pic, otherwise he'd have to........ well, congats anyway on your achievement. Every pilot remembers their first solo!

Congratulations Kevin - addition of single engine commercial!

2010-05-09T18:54:00.001-04:00

Don't let this be you..... lessons learned

2010-03-11T11:12:00.000-05:00

My students know I am always harping on making sure you know how much fuel is actually in the tanks - don't trust the fuel gauges! Fuel starvation is a major cause of preventable accidents. If you are not positive of the fuel amount by full fuel upon visual inspection, calculation, or a calibrated dip stick; Top it off!

Synopses I
An airplane collided with a fence during a forced landing following a loss of engine power. The pilot reported that he flew on the left fuel tank for start-up, taxi, and takeoff. After reaching his cruise altitude of 8,500 feet, he switched to the right fuel tank approximately 45 minutes into the flight. When the right fuel gauge indicated zero, the pilot switched back to the left fuel tank while making stair-step descents to his final destination. About four miles north of the accident location and 18 miles south of his destination, the engine began sputtering and he switched the fuel selector to the right tank and turned on the electric fuel pump. The engine started to run normally, but the fuel indicator on the left tank read over five gallons and the right tank indicated zero gallons. He immediately reversed course toward an airport he had just over flown and planned to land on runway 11. Due to a departing airplane on runway 29, the pilot maneuvered to land on runway 29 and entered the downwind leg of the traffic pattern. As he entered downwind, the engine sputtered again and then lost power. The pilot attempted to land on runway 29 and made s-turns to dissipate the excessive altitude in order to make the runway. Prior to touching down, the pilot extended two notches of flaps. Upon touchdown, he applied the brakes but the airplane overran the runway, went through a fence, and came to rest on a golf course. The airport manager immediately responded to the accident site and found that there was no fuel in the fuel tanks or on the ground. About one ounce of clean fuel was found in the gascolator. Using the fuel flow for 75 percent best power from the performance charts in the aircraft flight manual for the trip elapsed time, including the allowances for takeoff and climb fuel burn, yielded a total fuel consumption of 49.25 gallons. The airplane’s usable fuel was 48 gallons.
The National Transportation Safety Board determined the probable cause(s) of this accident as follows: a loss of engine power due to fuel exhaustion.
Synopses II
In a written statement, a pilot stated that he encountered engine failure at 3,000 feet mean sea level. “An emergency landing was attempted on a street. Upon landing, I struck a telephone pole with the left wing.”
Federal Aviation Administration inspectors examined the airplane at the accident site. The airplane was found resting upright, backed up against some trees, in the hollow of a vacant lot, in a residential neighborhood located 1.6 miles
east of the airport. Preceding the airplane, a power pole was found pushed over. There was metal skin from the airplane’s left wing suspended in a power line coming off of the pole.
The airplane’s left wing leading edge was torn out at mid-span. The airplane’s right wing tip was broken off. The nose wheel was broken aft. The engine mounts and firewall were bent up and aft. The airplane’s wing and fuselage skins showed heavy buckling and bending. The propeller showed no damage. Examination of the airplane’s two main fuel tanks, which were found intact, revealed no fuel in either tank. Approximately one pint of fuel was recovered from the accumulator tank and lines to the engine. Flight control continuity was confirmed. Examination of the engine, engine controls and other airplane systems revealed no anomalies.
The National Transportation Safety Board determined the probable cause(s) of this accident as follows: The pilot’s improper in-flight planning and decisions which led to fuel exhaustion. A factor relating to this accident was the telephone pole.

MIA Sunrise

2010-03-10T19:58:00.000-05:00

West Palm, Stuart

2010-03-05T00:01:00.002-05:00

http://picasaweb.google.com/pastagias/2010_03_04?authkey=Gv1sRgCLDgqa2ahY7AzQE&feat=directlink

Rebound in private aviation

2010-02-23T10:50:00.000-05:00

A new Commercial Pilot

2010-02-18T21:49:00.000-05:00

A new commercial multi-engine pilot!!

Congratulations Kevin!!

1/26/10 flight to St. Pete

2010-01-27T15:05:00.000-05:00

Excellent IFR

2009-12-07T14:47:00.000-05:00

Nice smooth IFR this morning with Mike for his private pilot instrument training. Held over the undercast at ATONE and then shot the LOC 15 approach into PMP. Nice job Mike!

New Private! Congrats Edward!

2009-11-27T00:26:00.001-05:00

The wind

2009-11-09T15:11:00.000-05:00

Thanks to TS/H Ida, it has been a bit windy of late for this part of the world. I have seen quite a few pilots struggle with landings in strong winds, gusty winds, and cross-winds. I have also heard quite a few mis-conceptions about technique. This seems an opportune time to review high wind and gusty wind landing recommendations.

It is important to remember that the airplane does not know it is in windy conditions. It only knows what the airspeed going past the wings and control surfaces is. It has no idea that when it is 20 feet over the runway at 60 knots that the ground is only moving by at 35 knots due to a headwind - but your eyes and brain sure do!

Many pilots believe it is necessary to carry excessive speed into their landings due to higher than normal wind conditions. Combined with a cross-wind this can lead to control problems as noted in the Airplane Flying Handbook in part:

"• airspeed on touchdown.
• Failure to apply appropriate flight control inputs
during rollout.
• Failure to maintain direction control on rollout.
• Excessive braking."

During gusty conditions, a SLIGHT, increase in airspeed may be helpful for maintaining control. From the AFH: "One procedure is to use the normal approach speed
plus one-half of the wind gust factors. If the normal
speed is 70 knots, and the wind gusts increase 15 knots,
airspeed of 77 knots is appropriate. In any case, the airspeed
and the amount of flaps should be as the airplane
manufacturer recommends."

Keep in mind the airplane will not land until the airspeed is at or near stall speed. Also remember to hold the nose wheel slightly off the runway until you no longer can hold it off. This increases directional control, prevents wheel-barrowing and loss of directional control, and enhances aerodynamic braking.

For further reading, here is a link to the appropriate section of the AFH: http://www.faa.gov/library/manuals/aircraft/airplane_handbook/media/faa-h-8083-3a-4of7.pdf

TakeFlight!

Paul

Sunday Nov. 1 11am-2pm Tecam twin airplane @ Banyan

2009-10-30T18:42:00.000-04:00

Come see the new Tecam P2006T twin engine Italian airplane. 10gpg on 2 engines! 11am -2pm at Banyan Hanger 63 Aviation Store.

See you there!

Miami Airspace Webinar October 28, 7pm EDT

2009-10-27T12:43:00.000-04:00

Dear Paul,

Bruce Landsberg, president of the AOPA Air Safety Foundation, is hosting a free webinar, Look, Listen, and Live, for pilots who fly in the airspace around Miami.

This live webinar, developed especially for Miami pilots, will review strategies for collision avoidance and include discussion with local controllers. In addition, participants will have the opportunity to ask questions in real time.

Register now to join us online October 28, at 7pm ET. We have limited capacity, so please RSVP today to reserve your space.

Edward's first XC solo

2009-10-24T11:06:00.001-04:00

Congratulations Edward on your first XC solo to KIMM!

FAA wings program: Runway Safety

2009-10-16T17:28:00.000-04:00

"Runway Safety, Back To Basics"
Topic: Operate safely in and around busy airports.
On Wednesday, October 28, 2009 at 7:00 PM
Location:
Broward County Aviation Department
100 Aviation Blvd

Fort Lauderdale, FL 33315
Select Number:
SO1927928

Description:
Join Bob Barton from the Runway Safety Team in Atlanta as he shows you how to operate at busy airports with the confidence you need to stay safe.

To view further details and registration information for this event, click here.

The sponsor for this event is: FAA Safety Team

The following credit(s) are available for the WINGS/AMT Programs:

KEB 1.00

Click here to view the WINGS help page
Start FAASTeam CFI Workshops any time! Find Workshop #5 in SPANS.

New "meetup group" for fly-outs!

2009-10-13T23:13:00.000-04:00

Please check out the new meetup group I have set up to get all of us together once a month or so to fly out to breakfast or lunch etc.

To get regular updates on events, times, and places, please register and tell others you know who may be interested.

There is no additional cost. $100 hamburgers are more fun as a group activity!

http://www.meetup.com/Fort-Lauderdale-Flying-Club/

Brainy Quote of the day

2009-10-13T13:04:00.001-04:00

2009-10-05T15:41:00.000-04:00

Website update: The radar on the homepage is now a live feed from aviationweather.gov!

Great landings.....

2009-10-01T22:19:00.000-04:00

Begin with a stable approach and nailing your airspeed......

2009-09-26T13:00:00.000-04:00

From AOPA
Crosswind tutorial

Crab it or slip it, but don't avoid it! Four steps to better crosswind landings
"I don't want to fly with that guy anymore. He almost ran me off the runway," confided my good friend Dennis, a highly experienced business-jet pilot. "Did he land long? I asked, knowing full well that the Challenger can float halfway down the runway if you carry too much speed on final.
"No, no, no," he said, "he almost ran me off the side of the runway on account of the crosswind!"
Holy smokes! I thought. Here's a situation where a highly trained, very experienced jet pilot couldn't muster the basic stick-and-rudder skills to keep his jet from drifting perilously close the edge of the runway. That's bad. In fact, that's really bad. If the wheel of a 32,000-pound jet goes off into the mud at 120 knots, that's a roller coaster ride you may not walk away from.
The truth is, it really doesn't matter what size airplane you're flying, crosswind technique is crosswind technique. Pilots who don't learn how to cope with crosswinds early on never seem to learn to cope with them--that's why it's so important to learn now. So, with the sincere hope that you never go off into the mud, here are four steps to help make your crosswind landings easier and safer.
1. Get lined up early
You may have heard the old aviation adage "A great landing starts 10 miles out." What that really means is that a great landing usually follows a great approach. While a Chuck Yeager might produce a great landing from an unstable, rickety approach, the rest of us use the stabilized approach concept to give us a fighting chance.
A stabilized approach is nothing new; airline and business aviation pilots have been using it for years. It's so important they've incorporated it into their training programs and standard operating procedures. Basically, a stabilized approach is an approach where the airplane is lined up for the runway, on target airspeed, on glide path (electronic or visual), and fully configured for landing (flaps and gear down, propeller at high rpm). The airplane should be stabilized at an altitude no less than 500 feet above airport elevation.
It's best to line up early on the extended runway centerline. Here, the difference between heading and track becomes crucial. Heading, of course, it the actual heading of the airplane, or simply where the nose is pointed. Track, on the other hand, is the course it follows over the ground--the actual flight path referenced to the surface. In a no-wind condition, heading and track are the same. But throw a little crosswind into the mix, and you can see that the airplane will drift downwind as it flies.
To compensate for this drift, you're going to have to point the nose of the airplane into the wind slightly to set up a crab angle or wind correction angle to maintain a straight track. The amount of crab angle depends on the strength of the wind. And don't make the rookie mistake of trying to line up by putting the runway directly out in front of the windshield. If there's a good crosswind, and you're holding a crab, the runway may not be in front at all; it could easily be at your 11 or 1 o'clock position. The nice thing about flying with a wings-level crab angle (as opposed to a side slip with opposite rudder) is that it's much more comfortable for your passengers.
How do you know if you're on the extended runway centerline? That's another troublesome issue for students. One easy way to tell is to compare the far end of the runway to the near end. If the ends are positioned vertically, with the far end centered above the near end, then the airplane is on the extended centerline. However, if the far end is to the right of the near end, the airplane's to the right of the centerline. Conversely, if the far end is to the left, the airplane's to the left.
Another thing to keep in mind is that usually, you'll need less crab as you descend toward the runway, because the wind speed is being reduced by surface friction. However, if you're flying over a flat surface, like desert or water, the wind speed may not decrease as you descend. In that case, you may have to land with the full force of the crosswind at the surface. Moreover, surface inversions can cause a noticeable change in wind speed and direction during approach.

2. Use partial flaps
This is one of the best-kept secrets of crosswind landings, and surprisingly, many pilots don't even consider it! Since most general aviation airplanes have landing distances of fewer than 2,000 feet, runway length is rarely a factor even with partial-flap landings. For example, the pilot's operating handbook (POH) for the Cessna 172P states that for a flaps up landing you should allow for a 35-percent increase in landing distance. That's insignificant if you're landing on a 5,000-foot-long runway.
In a crosswind or gusty situation, however, full-flap landings can be more trouble than they're worth. This is because fully extended flaps present a larger surface area for that crosswind to affect, blowing you around. Flaps catch the wind just like a kite. Now while it's true that flaps lower your stall speed, allowing for a slower approach speed, you may not necessarily want that. Besides, that benefit usually comes at some intermediate flap setting before full extension; any further flap extension generally just adds drag. But don't just take my word for it, read what the manufacturer has to say in the POH. Here's an excerpt from the Normal Procedures section of a popular four-seat general aviation airplane: "Normal landing approaches can be made with power-on or power-off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds." (Italics added)
Plus, with partial flaps, your approach speed will have to be little faster. In the example above, along with the 35-percent increase in landing distance, the POH also recommends adding 7 knots to the approach speed for a no-flaps landing. In fact, assuming runway length is not a factor, adding extra airspeed is not a bad idea for any landing with crosswinds or gusts--with or without flaps. That's because a faster approach speed means better airplane control, especially lateral (or roll) control. In other words, with more airspeed, your ailerons will be more responsive--exactly what you want if gusty crosswinds are blowing you around. Just don't get carried away; coming in 15 or 20 knots faster than the recommended approach speed can cause problems. You will eat up more runway during the landing flare, and are subjected to crosswind effects for a longer period of time as you float--and float--down the runway.

3. Touch down on one wheel only
This seems like a no-brainer, but surprisingly many pilots just can't drive themselves to do it. Landing on both main wheels is fine when the wind's straight down the runway, but it's not desirable or safe when there's a crosswind. That's because you'll be touching down while the airplane's moving sideways or drifting downwind. Touching down while in a drift can cause damaging side loads on the tires, wheels, and landing gear--not to mention you and the airplane, if it results in a loss of control.
The only way to touch down without sideward drift is to land on the upwind wheel. The slight bank generates a slight horizontal component of lift, which cancels the crosswind component. Of course, the airplane seeks to turn when you bank it, so you'll have to hold some opposite rudder to keep the fuselage lined up with the runway. In other words, control drift with ailerons, control heading with rudder.
Thus, one of the marks of a great crosswind landing is a touchdown with little or no sideward drift. You're trying to touch down in a wing-low sideslip, on the upwind wheel, with zero drift, and with the longitudinal axis of the airplane (from the tip of the spinner to the tail) parallel to the runway. Accordingly, this crosswind landing technique is called the sideslip or wing-low method.
Therefore, at some point before touchdown, you'll have to transition the airplane from a crab to a wing-low sideslip. Depending on conditions, you could choose to do this at about 500 feet above the runway, or you could delay the transition until the airplane is closer to ground. It's all a judgment call that depends on the conditions at hand, your skills, and your comfort level.
When you do decide to transition, you'll do so by lowering the upwind wing slightly, while simultaneously adding opposite rudder pressure to keep the airplane's nose from turning. The resulting bank should be adjusted to keep the airplane from drifting, and the rudder pressure adjusted to keep the fuselage aligned with the runway. If the crosswind component lessens because of surface friction as you descend on your approach, you'll have to reduce the amount of bank and rudder pressure as required; flare and touchdown should be made while holding these corrections. Because the upwind wing is banked slightly, touchdown should occur on the upwind main first, followed by the downwind main, and finally the nosewheel.

4. Keep flying until you're stopped
Vigilance is the key here. A large number of pilots quit flying the airplane once it touches down. But this is precisely when you should be on the alert! Pilots let down their guard, become distracted, and end up losing control of the airplane to a wind gust. Never stop flying the airplane until it is shut down and chocked.
Consequently, you should hold those aileron and rudder crosswind corrections until the airplane has slowed to taxi speed. As the airplane slows down, the ailerons and rudder become less effective, so you'll have to add more control deflection. Finally, whenever crosswinds are involved, there are two figures in the POH you should be familiar with. The first one is the wind component chart. Given the wind speed and the angle between the wind direction and the runway, this chart shows you the headwind (or tailwind) and crosswind components. The use of this chart or its equivalent is a must whenever there's any doubt about how much crosswind exists for a particular approach and landing. Sadly, there have been more than a few high-profile airline and corporate jet accidents caused by a crew's miscalculations of tailwind or crosswind components where the use of this simple chart could have saved the day.
The other chart you should be familiar with is the taxiing diagram. This diagram shows the proper control positions to hold to maintain directional control and balance while taxiing in strong winds. This procedure should be memorized.
This is probably the most important tip of all: Learn to tackle crosswinds early in your flight training. Sure, crosswinds present some unique challenges, but they also allow you to savor the satisfaction of a properly executed "one wheel" crosswind landing. So, the next time the winds are blowing across the runway at your local airport, grab your instructor and under his or her tutelage go out and practice your crosswind landings until you've got them nailed. Whether you're an aspiring professional pilot or a recreational flier, you'll be making crosswind landings for the rest of your aviation career.

Christopher L. Parker is a CFI and an aviation author, speaker, and FAA remedial training specialist. He flies internationally as a contract captain on a Bombardier Challenger business jet and lives in Los Angeles.

2009-09-20T16:56:00.001-04:00


A new event has been scheduled that meets your notification criteria on FAASafety.gov. Following is a brief overview of the event: "South Florida Training Area Symposium" Topic: South Florida 'Alert Area' Problems and Procedures On Wednesday, September 30, 2009 at 8:30 AM Location: South FLoridA FSDO - Miami Facility 8600 NW 36th Street Third Floor Conference Room Miami, FL 33166 Select Number: SO1926985 Description: Review the problems and recommend procedures that are associated with using the "Alert Areas" over the Everglades. To view further details and registration information for this event, click here. The sponsor for this event is: South Florida FSDO & FAA Safety Team The following credit(s) are available for the WINGS/AMT Programs: n/a Click here to view the WINGS help page
Start FAASTeam CFI Workshops any time! Find Workshop #4 in SPANS.

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2009-09-19T00:33:00.000-04:00

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