Most approach airspeeds are adequate for climbs speeds. The procedure I described simply stops descent.... maintains the airspeed and transitions to a climb profile. Except in extreme operations, I can't think of any situation where you would need to gain airspeed.Originally Posted by StewartB
If you don't believe it's important to control immigration, just ask an American Indian.
HydroMost approach airspeeds are adequate for climbs speeds. The procedure I described simply stops descent.... maintains the airspeed and transitions to a climb profile. Except in extreme operations, I can't think of any situation where you would need to gain airspeed.
If we were all in the Habit of flying final at 1.3 VSO I would be more in agreement with your assessment about the transition to a go around.
Most of my off airport operations are conducted at much closer to 1.1 VSO on final, and hence I am more inclined to agree with Stewart about the need to establish airspeed.
"What we obtain too cheap we esteem too little!
I fully understand that... and would classify those operations as "non-normal or in some cases extreme" in nature. However, there is something to be said about flying at such slow airspeeds to use a de-celerating approach and have a point where you are 99% committed to a landing before you get that slow. Fortunately, most Cubs (except at high altutudes or very heavy) have enough power to pull out of those "hang on the prop" approaches. None the less, your pitch control is very critical as you "pull" out of any low airspeed situation as not enough will slam you into the ground accelerating and too much will increase your drag to a possible critical condition to prevent flying out safely.
Most pilots I've flown with who have trouble with go-arounds struggle because of poor pitch (and rudder) control rather than use of power. They usually have difficulty with re-configuration to a low drag, climb profile also. With some aircraft, too much power can actually hinder the performance of a proper go-around.
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Last edited by HydroCub; 10-05-2011 at 02:14 PM.
If you don't believe it's important to control immigration, just ask an American Indian.
In mine, and many other cubs I have flown, with flaps deployed 1.1 and 1.3 vso all appear as zero or near zero on the ASI. It is just not that accurate at low speeds (with the original pitot), which is why nobody looks at it. How do we judge that we are 10% over the stall speed or 20%? It's a guess, or an approximation I suppose.
For some reason some people have trouble ramming the stick forward when they apply full power for a go around with full flaps. They just let the plane point up instead of holding forward to get a slightly nose high attitude and checking for positive rate of climb before starting to drop some flaps.
sj
"Often Mistaken, but Never in Doubt"
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Thats because most people never learn the concept of the power curve.
Piper J-5A C-90 N40877
J-5 Project Pictures
Exactly my point, Steve. Pitch attitude control is primary when executing a go-around. In many aircraft, especially depending on the thrust line and the tail trim, forward pitch control is often necessary to attain the proper pitch attitude.
If you don't believe it's important to control immigration, just ask an American Indian.
Hydro
I think we are trying to say the same thing. Proper pitch attitude is required to regain airspeed. Most of the "bad situations" we get into with a cub require us to drop the nose and reestablish airflow over the wings. By dropping the nose and adding power we gain airspeed. All part of the recovery, as SJ pointed out, adding power with full flaps requires forward elevator to regain airspeed.
"What we obtain too cheap we esteem too little!
O.k. so here is the question. After the wheels touch the ground. (say a Jackalope runs out in front of the aircraft) Would you floor it and run towards the object then haul back for the sky or would you just floor it haul back and hope your aircraft has the power to pull you through ground effect. This is kind of in the corner thinking but I have landed only to run over railroad ties that were obscured by tall grass (not really but a good example). The difference being a go-around while in the air vs. below 1.3vso then touching down then having to go. In other words, why have we focused so much on the landings yet lulled ourselves into thinking that nothing may happen after we get the wheels on the ground? Please chew that over and give some feedback. I have another issue that happens right after take off but less than 20 feet in the air. I'll save that for later... The discussion is great.
The best mod for any aircraft is more gas.
I've always said that every off airport landing I make is an aborted go around. I couldn't care less about 1.3 Vso. If I have residual forward speed after landing, say 15-20 mph, I can firewall the throttle and have the plane flying in ground effect almost instantly. That's true for Cub and Cessna. Unlike Hydro's focus on climb, I'll likely try to hold the plane on the runway for as long as practical and subsequently in ground effect in order to build speed and clean up the flaps as necessary before I climb out including when trees are in front of me. Especially if wind is what caused the missed landing. Airspeed is my friend. And to state the obvious, I always push carb heat off on short final. I do so because I've done close call/oh crap go arounds with carb heat left on. Bad deal.
SB
Last edited by StewartB; 10-06-2011 at 09:02 AM.
Easy way to figure out what to do is go set for a descent at whatever configuration and airspeed you will typically use, and trim it for hands off. without touching the controls, add full power. Most aircraft will pitch up instantly. controlling that pitch change is where most people get behind the airplane and get in trouble.
The most important aspect of this signature line is that you don't realize it doesn't say anything significant until you are done reading it & then it is too late to stop reading it....
Make a normal landing with full flaps and appropriate trim to a full stop. From there make a take-off without adjusting flaps or trim. The forward pressure required to maintain airspeed is alarming. It was a standard drill when I was taking high performance training. And I've got to say, if I'm expecting to get jostled by the wind, I don't want to do it with full flaps, a high rate of climb, and at slow speeds. Level in ground effect to gain speed and clean up the wings, then deal with the elements.
Last edited by StewartB; 10-06-2011 at 09:53 AM.
Which bring up an interesting question. WHat will give you the maximum performance, building airspeed, then pulling up steeply or maintaing vx from the start.
Good scenerio would be to make your approach at your desired minimum airspeed. when you reach the end of the runway, 100 foot off the ground initiate a go around. Do it both ways and see which way will give you the highest elevation at the opposite end of the runway.
If you are going to practice aborted landings, why not do the one that will give you the best performance so you will always do the same one regardless of the situation.
The most important aspect of this signature line is that you don't realize it doesn't say anything significant until you are done reading it & then it is too late to stop reading it....
In benign conditions I don't think it matters which way you choose. In gusty, turbulent crosswinds, the primary contributor to MY balked landings, I want penetration speed to climb through the treetop zone where it really gets dicey. Down in the shadows of the trees and in ground effect I can hide from much of the bad wind effect. But I'm relating my experiences in my regular ops. Other guys have other conditions that dictate their actions and responses.
Perhaps its most accurate to say your go around technique should be similar to the technique you'd choose for an initial take-off into the same conditions. If the wind's gusty and crossing I'm not going to break ground at miminum speed and transition to a Vx climb. If I'm out playing on a short sandbar on a calm day I might, though.
Last edited by StewartB; 10-06-2011 at 10:23 AM.
As always, very enlightening discussion. I'm of the "gain all possible airspeed, then pull up" school. Not that I'm any great shakes as a flyer, but in my most-often-used off airport spot, the strip is plenty long, but the approach can get fugly on the last 300 feet before the "threshhold": lots of hills and bumps, and no trees to protect from any crosswind, hence lots of gusty turbulent crosswinds. So, if I've blown the approach, I'll throw the coals to it (requiring some not-inconsequential amount of forward stick) staying above the ground but below the trees to get as much airspeed as I can, then (before running out of trees/protection from crosswinds), I'll make a very positive climb initiation. On this strip, and with my "typical" go around, that positive climb initiation gives me a good 2-300' jump that both gives me time to deal with further wind effects as well as addressing other trim/configuration issues needed for the rest of the go-around.
Without saying which approach would be "best", all I can say is at my cabin strip, even if the wind is straight down the strip, I'd be very nervous about starting climbout right at minimum speed.....too much chance of brother wind wanting slap you back down without any energy margin to fight it.....in my opinion.
Back In Alaska
O.k. Here is another one. If you guys don't mind the topics. I like discussions where people throw feedback. On another pre-flight thread, CIGARTIPS came up as a good takeoff check. I haven't heard that one for over 10 years. It is a great way to use a checklist. My dad taught me that one along time ago and it still sticks with me as I bounce from plane to plane. I just thought I would point out that sometimes the old stuff comes back and squarely hits you in the middle of the forehead as a great idea. Thanks.
The topic is engine failures right after takeoff. Not the engine failure that happens below 500 feet to see if you can pull off the impossible turn or crash into the trees. I'm talking about the one where you forget the fuel selector "off " then about the time you rotate into a vx-5 climb, make it to 20 feet and get a cold, hard, scary engine backfire and death. The natural reaction is to rotate the cub into a further increasing angle of attack. This usually results in a instant stall and fall back to earth with broken parts all over the place and a call to the huey guys. Have you thought about it? Tried it? Here is how to set it up.
Get a instructor. Discuss the procedure. (I try this at altitude first) Get on the runway, take off. As soon as you rotate, count to three, Vx climb then pull the power. Be ready instructors, the next one is usually pretty good. You have to shove the nose directly to the ground and do not pass go. Git er done!!
I have had a number of guys express their gratitude for having the opportunity to see how bad that is. They also expressed how much they really need a instructor in the airplane and a good understanding of the issue before trying it solo.
So, what would your reaction be in terms of having the engine quit right after the rotation. Lets say a Vs1+4? Would you pull back?
The best mod for any aircraft is more gas.
Hi there. I have been trying to instruct but it's been cold, freeze your !##$ cold. Luckily, I have no heat in the small cub and no one wants to get into it. They like the heat in the 172 and I am o.k. with that. I miss the 737 heat. Anyhoo, here is the topic that I figured needs a little attention. Actually two. The first is what happens when you end up out there in the snow and ice and you wake up and on and on. You go out there and have two inches of that crusty ice on your plane and nowhere to get it off. We don't live where hangers are all over the place. I used the rope thing but hate the way I have to recover the airplane everytime I do it. You know, sawing it off? I liked the parachute over the whole airplane with a heater but It's hard to carry a 40 pound shute with you. The wing covers work great when you bring them with you...
The second one is this scenario; you get all the way to Beluga Lake and find yourself in the biggest snow squall you have ever seen. (Beluga is by Anchorage for you guys down South) How do you find your way back to town? Call it scud running or whatever but it happens and you need to have a idea of what do do when it happens. I, for example, know that rearward vis is better than forward vis. It helps to know where your going if you know where you've been, right? Or, once i'm on the coast, I'm, good down to very low vis. numbers and can follow the little white line where the water meets the beach. (Had to use that one all the time on the Bering coast) I guess I never see a pointer on where to go or what to do when that happens. Even, and this is a good point, the land looks less flat or it undulates as you get around 100 feet in low vis. I had a pilot today that said he has got lost (thank goodness for GPS) within 5 miles from his home. The land looked different in low light and low vis.
So, help a buddy out. Throw some good old home grown tactics on here. (of course I'm not saying it's o.k. to push weather)...I'm just saying that it's a new year and I'm ready to pull something smart and learn from a few friends.
The best mod for any aircraft is more gas.
ArcticHow do you find your way back to town? Call it scud running or whatever but it happens and you need to have a idea of what do do when it happens.
Good point and one thing people need to take into consideration when they find themselves in that position. You know the position, the one we never find ourselves in, right?
Anyway, when that happens the first thing to remember is your throttle has the ability to extend your visibility ( not literally) but effectively. A cub doing 100 mph is covering something like 146 ft per minute, that means you can only see about 36 seconds flying time in front of you and that may not be enough to be comfortable. On the other hand slow down to 70 mph pull the first notch of flaps and you are covering 100 fpm having effectively increased your visibility and allotted reaction time by 50%. I find this greatly reduces the sweaty palms and stress lines on my face.
I don't like "scud running" but when I find myself getting into the situation that you described that is my first order of business.
"What we obtain too cheap we esteem too little!
""The first is what happens when you end up out there in the snow and ice and you wake up and on and on. You go out there and have two inches of that crusty ice on your plane and nowhere to get it off. We don't live where hangers are all over the place. I used the rope thing but hate the way I have to recover the airplane everytime I do it. You know, sawing it off? I liked the parachute over the whole airplane with a heater but It's hard to carry a 40 pound shute with you. The wing covers work great when you bring them with you..."""
i would try sticking your scat tube into some inspection holes and blowing the warm heat in--if needed, put your engine cover over the area you are trying to de-ice to help keep the heat in that area..... if you use an XGK MSR stove you will have plenty of gas to use for the wings and engine....i've seen this technique successfully used on a 185....
FWIW-i too don't always bring my wing covers but always bring my engine cover--an extra blanket if it gets bad...and i always bring my ammo can style pre-heat with me also--water is worth more than food is my rationale for never leaving it behind...
cheers
For older craft, I do the same with the trailing edge of the elevator. I usually grab two spots slightly wider than shoulder width centered on the lowest point on the trailing edge. Pull up with one hand, down with the other, but not hard enough to bend them of course. If your fabric has been on the plane for a while, good test for corroded tubing. My friend'e elevator twisted in his hand one day, tubing was about half gone. Grab the vertical stabilizer near the top and give it a slight push/pull. Puts torsional stress on the longerons. If it is soft or yields, you may have cracked or corroded longerons.
I always run my hand down the leading edge of each side of the prop for nicks, always grab the air filter cover and give it a shake, especially after carb repairs/rebuilds. If not properly torqued and the re-torqued after 24 hours, the carb bowl can come loose. Loose carb bowl does some really wierd things in flight.
Life in Alaska isn't always easy, but it has its rewards.
Yep, the carb filter bowl has come off at least three time in different airplanes. I had two break and one must have had a loose nut on it or something. I think that when I pulled the power to idle on one of those fake emergency landings, I hear a loud backfire (not a afterfire but a backfire). I think that may have found the weak spot. The rod broke at the airbox on both of those. Maybe a good wiggle would have helped.
The best mod for any aircraft is more gas.
I noticed that no one (not even that 26 point list) bothered to check to see if the tie down ropes were off and out of the way - especially that tail wheel rope.
I never thought leaving the tail tied could cause an in-flight emergency, but it did one day. I saw a super cub flying the pattern with a concrete block tied to the tail. The pilot made a landing, but the block wasn't as experienced. The block bounced the landing, then went through the horizontal stabilizer on its second attempt.
Life in Alaska isn't always easy, but it has its rewards.
Here is one. A good friend asked me to point this out. In Palmer but this could happen anywhere, we had a lot of wind. Ya imagine that. It was blowing around 40. The wind was not lined up with either runway. So, he landed in the grass between the runways where he could be lined up with the wind. Probably saved the aircraft (thus saving himself from a few scratches). Sure, were supposed to use the available runway but in terms of a somewhat emergency and with few to no other options, why not land in the ditch. Worked good. We complacently (hopefully I spelled that correctly), believe that we have to land on a runway at the airport. But, what if? What if our option is to land across the runway or a taxi way? Heck, sure beats sliding into the ditch uncontrolled.
The best mod for any aircraft is more gas.
Beluga lake weather:
My one lesson from an experienced sail boat guy, (in a million dollar sailing yatch headed around the world with his family) was "Reef before you have to".
The lesson there is turn your plane around before your palms are sweaty.
One boss was so familiar with the area he started finding himself at 100' and 1/2 mile in showers following the shore. (185 float plane).
He realized that he was comfortable in weather that was really dangerous, so he set his minimums by flaps, when he pulled the third notch of flaps on, it was to turn around. Twenty years later and he is still around.
The idea that you can always turn around and go back does not always work. Snow is the worst, because you turn around and the showers have closed in behind you, or started behind you and now you are in the middle of no where, going no where. If you are unlucky enough to be near freezing temps, you might find yourself with the snow sticking to the wings (been there with a 90 hp champ).
Do not let a situation get to the point that if you do not land you will be coming out of the sky. Better to stay controlled and set it down than load up with ice, or CFIT, (controlled flight into terrain).
Don't panic. If you have fuel and a ground reference, circle it. Keep circling until you can see, or have it figured out where you are and what direction you need to head. Set GPS, localizer, call flight service, what ever; and calm down.
Once you can see to move in the proper direction for safety, (nearest airfield), head that way at a safe speed, when you run out of safe forward vis., pick a point and circle again... it works. it may take some time, but you can proceed to a place to land without flying 0/0. Circling with low power settings helps fuel economy also.
As far as icing... Watch Gilligan's Island, a three hour tour... I have taken a couple of three hour tours in the bird and been gone a site longer... wing covers are not that heavy, nor big, and can be a tent also. This time of year, put them in!!!! It will save your ars at some point. Buy a ratty pair and just leave them in for emergencies...
To the go around discussion earlier, got to admit it all has to do with the situation. Going around on the river where I can fly at 6" for ten miles is different than going around with 100' trees in front of me... sometimes I choose to turn rather than climb. Pitch control is the key, gaining, maintaining or draining speed to achieve the proper climb profile. One point to remember, rapid jerky control inputs drain energy more than smooth applications...
I don't know where you've been me lad, but I see you won first Prize!
Yep, Redlake Manitoba, 40kt cross wind, C-185. I made 1st attempt and realized that I did not have enough rudder or aileron to keep it straight. There is no cross runway option, but I called and asked about the grass along side the runway. After confirming no pipes, ditches, etc... I landed in the grass which was much more forgiving of any side loads at touch down. Later, when asked to move the plane to another slot, my dad and I were pushing the plane cross wind. I let go to scratch my nose or something and the wind blew the tail over so hard it knocked my dad down.
Speaking of go-around techniques, when flying high powered prop planes, I teach push the throttle up immediately to the 1/2 way point and ease in the other half. I have seen too many trim stalls and prefer to avoid them at 50' AGL. You C-185 guys know that of which I speak.
Howdy.
It's that time of year again where I'm getting more students, more bi-annuals and going deeper into aircraft debt. So, I figured I'd throw another topic on the fire. The topic is multiple airplane ownership and the effect it has on staying current.
I consider myself pretty lucky. I get to fly all kinds of airplanes that belong to someone else and usually get to burn their gas. Sweeeet. Some actually give me money. But, there is a downside. I never get to fly my own junk. So, when I do it takes me a certain amount of time to get comfortable. Now, i'm no Piper ninja and don't claim to have gazelle like reflexes. I have been told I'm not a bad dancer but we will leave that for a different website. The point is that even though I'm technically current and can pretty much jump from airplane to airplane, I suck at just jumping into my airplane and pulling off a 100 footer. It takes me a couple of hours to recover that which I lost by jumping in other airplanes. The saying, "Jack of all trades and master of none," comes to mind.
What does this have to do with anything you might ask? Well, there are a pile of us that own more than one aircraft. So, this question is posed. How do we change gears when we jump planes. I know, for example, If I jump from the N-5 into the 185, I need to take a few minutes and become reacquainted. Just like spelling reacquainted, I have to think about what I'm doing. (It just took me 3 minutes to spell that)
Anyhoo, I noticed two planes are fairly common. You can be comfortable in one plane that you fly in the winter but maybe your not as comfortable in the big cube Cessna on floats. So, just a small note to take the time and think about type differences instead of just jumping in and trying to land in the river. It may make a difference this summer. Oh, and to help myself adjust back into my old trusty rusty bird. I will make a few touch and go's before I head into the field. That way I'll look good when I scare the hell out of myself.
Later Dudes.
Artic
The best mod for any aircraft is more gas.
Good Day. That's what my Co-pilot says to me when I say, "Hello." She is an expert in the English Language. Me, not so much... I was going to be a pig farmer. How much do I need to know to communicate I need pig A to go to pen A and pig B to go to pen B? That is pretty easy and not conducive to two years of English classes. So, imagine my surprise when I find out that good communication is conducive to good marriages (honey, the oil is not going to change itself), and flying. Even though I still can't seem to get her to change the oil on a regular basis I can change how I do things in the air.
I know this is a little long winded but here are some of them tip thingies. If you want to say "yes," use the term "affirmative." If you use "Roger," Roger on the "Radio" frequency will wonder if you said yes or just wanted to say hi. Roger? The use of the term "Tally-Ho," reminds me of the time I was in Talladaga. You know what I'm saying... I won't let my students use it. Insignificant I know but I have to scold them if they say it. Roger just rolls his eyes and has to ask again if you see the traffic. Hopefully he gets a "affirmative," or "traffic in sight." Roger means that you understand and copy means that you copied it. So the pinnacle would be getting info from Flight Service Roger. You could say, "Roger, Roger, copied, affirmative, traffic in sight." Also, that "other FSS frequency on the little info box on your chart, in your flight bag in your Super-Cub? That frequency is for flight planning with Roger and weather and flight plans. They use that so as to not muck up the CTAF frequency. In Palmer it would be the 122.4 instead of 123.6.
Last, I was going to throw together a airspace class for the local area if anyone is interested. You might be able to tell us something. We may be able to tell you something. It could be good. I can schedule it for some afternoon at the new office. It is good for all of us low level, below 1000' slow flying coyote killers. We have hordes of locals that have been duped into thinking they are in the clear, flying in class G airspace. So, an hours worth of free instruction or whatever you call it may be worth not getting that dreaded letter. Especially if you have an airplane model that starts with P, M, C, T or E. Essentially, I like to lean a little on the...well let me say that "Illegal is a sick bird..."
Let me know. We can even meet up on the gravel some evening and do it there.
Artic
The best mod for any aircraft is more gas.
Thanks Artic
Hope to make it and will bring veggies and dip...just need the airspace... time and place...Keep us posted.....Rod
O.k. I yacked with the Manager and we will throw a class together for Tuesday the 10th of July at 6pm. I'll do it at the school location which is right next to the Noisy Goose Restraunt in Palmer. (The old Pitt Stop) It will be free of course and we can make it count for the ground portion of a flight review with conditions. Give us a call at 907-746-2290 or drop us an email so I know how many chairs we need. I think it is worth the time to come in and yack for a hour and go over the local airspace. I'll cover that airspace over by Beluga, Knik, Talkeetna and so on. Hopefully it will help us from running into each other a little bit. Come one come all...
The best mod for any aircraft is more gas.
I'm still going to throw that airspace/ how to hot-rod your Cub around Alaska and not get into trouble class Tues. the 10th of July @ 6pm. next to the Colony Kitchen. If your interested stop on by. The door is by the fuel pumps.
The topic came up today about currency. I had someone tell me he could jump into his airplane 10 years from now and do what he does today. I thought about that statement and got to thinking. What is more important; total time or currency. We know that we become better by trying new tactics while learning the particular airfoil were using. Since were talking about the Cub here we will try to stay with that. The standard theory is we start to become more comfortable with our planes with time. But what are we getting used to? Two things. We are getting used to how the Cub acts and how we react or proactively manipulate the airfoil. O.k. so what could possibly change for the worse over time? The plane never changes. Unless we VG them or we tire them or we throw Nitro at them, the plane never seems to change. So, where am I going with this? Well, the Cub has always been pretty easy to fly. We push them in the hangers and get back into them two weeks later. Usually no problem. We fly as much as we can and in these times if I see someone who flew 100 hours a year, I'm pretty amazed. The times I have been seeing are usually less than that. During those times I rarely see a stall or steep turn or pretty much any flying maneuver logged. So, when I do a Flight review it is usually like plow, slow and painful. I never see anticipation like when I'm about to throw my dog a grape. I am convinced that currency in the aircraft is different than currency for a Flight-review and total time helps yet does not trump currency.
An example is the guy who has 3000 hours traveling back and forth in his 18 on floats to Lake Louise. He maintains his airplane and has never had a problem. He only flies on days that are perfect because he looked at the weather the day before. He takes off from Lake hood strip with a West departure and starts heading for the inlet. He has never really flown with any wind, cross or otherwise. He does it everyday. Your his passenger and the engine dies at 500 feet.
Example #2 is the (and this really happens in my world), is the kid who's awesome dad just gave him the keys to his beater cub to use. He just finished getting his license in this crate and he just spent 10 grand learning to fly it. It quit probably 3 times during training. He has practiced up winds, crosswinds, downwinds, upside down winds. He has spent his whole savings in that plane which comes out to 55 hours of total hell. He has practiced emergencies on take off, landings, forced landings, forced takeoffs and God know what else. I think his Subaru could quit and he would spit out a Cub procedure. He takes off from Lake hood strip with you in the backseat. The engine quits.
Who would you think might win this game?
I am putting my money on the kid. Why, he has a plan in his head. Sure, he may not be able to land on that 120 foot strip and do J-take offs but he knows what to do at the very least. Lets call it like it is. We are either flying happily along or we are testing ourselves. The margins between the two are somewhat hazy. If your like me, I can't afford to fly 300 hours a year. I am so glad people pay me to fly... I like guys who spend the time to make themselves keep up with the fundamentals of flight. I also like to fly with the guys whom have take the time to learn a little about their Cub and it's quirks. Yes, Cubs have them and they have more than one.
Now, this is not to say that the "kid" couldn't pick up a few pointer too. In fact, if he keeps up with training and spreading his wings like he is supposed to he should not have too much of a problem. Hopefully, his Flight Review instructor won't see that slow degradation of basic skills, especially emergencies. So, here are a few tricks that I see good pilots do to increase their currency.
1. Get a review.
2. Get another rating
3. Watch Ted Nugent speak.
4. When landing at your home airport do two landings instead of just landing. (this is a big one)
5. Try a few strong crosswind landing with your instructor.
6. Pick up some stall/spin training. (it will save your bacon and more importantly your 125,000 dollar Cub)
7. File a flight plan once in a while. It will keep our FSS open and help with the above mentioned bacon.
8. Pick a nice day and do some spot landing with some emergencies.
9. Put down the cheeseburger and get healthy enough to get into and out of your Cub. Deep knee bends.
10. Understand what your limitations are and understand that they can always be improved.
I'm going to do some myself. I hope you don't mind my preaching.
Always a pleasure to yack and work with you guys.
Artic
The best mod for any aircraft is more gas.
Hi.
Haven't been keeping up with the gang lately. My computer decided to take a smoke break. In fact, so did my phone, and my back up computer. I have had catastrophic breakdowns with everything computer. I needed a break. I guess they did too.
Speaking of breaks, I think I needed one. I let all my computing, calculating, business, everything take a break. I even let Super-cubs go for a month. I think that the hustle-bustle of flying the jet, running the school, trying to be a super-cub stud, and so on was having a real affect on my hot dance moves. My friends thought I fell off the radar, or maybe that whole alcohol, holstein-cow, dumpster incident finally caught up with me. More on that later...
Breaks, like the proverbial lunch break is there for a reason. It relaxes the mind and body. I clearly needed a month to get my head out of the box. I needed to get out of the game. Why? To get my head back into it. We pilots spend an incredible amount of time living on the edge. We educate ourselves day and night to maintain our edge. We spend an incredible amount of time trying to keep airplanes going, our logbooks current and our families happy while making all the ends connect. Aviation has it's downside for sure. We spend an incredible amount of time keeping this ball rolling. Geez, you would think were obsessed or something. I'm not sure about you but there are times when I think that if it doesn't belong on or in an airplane I don't need it. I live, eat, breath airplanes and anything to do with it. I love it for sure and most of the people I know also feel the same way.
So, why did I need a break? Well, I think it has to do with making sure everything else gets some of that quality time. I know my wife enjoyed the two weeks I was able to put in a new kitchen. Did you know you can get single tub sinks? I can get a whole hind quarter in this bas#@%! Anyhoo, taking the break let me catch up on all those things that kept my mind from doing what I love best...flying the airplane.
Before I took my "break," I noticed that my mind may have not been in the game all the time. I was not the focused (not saying much here), aviator I wanted to be. I took the time to get a little exercise, get the bills paid, fix the house and take some time with the family. It helped to peel off some of those distractors that would impact every trip I was on. They weren't very big distractors but they were a distraction. Heck, I was even thinking while landing the ol-73 that I needed to get home and get the garbage trailer to the Mat-Su dump. On a side note, do you guys know how many fuselage frames are laying there with good gear fittings on them??
In conclusion to this little note about breaks. I will learn how to spell spell distracters, and I will continue to add small periods of time in between flight segments to clear my head. I am starting to advocate this process to my primary students and to my commercial guys. If you're wondering why you feel a little not in the game, take a break. Get your mind out of the game, focus on something else for a while. Grab dinner with the spouse, take the dog for a walk, buy your wife a kitchen. Then get back into you flying with a clear head, and go get those gear fittings. Your flying will be more focused.
Artic
The best mod for any aircraft is more gas.
and just how many red bull's did you consume since the sun last day of sunshine, flat landers want to know?
"Illegitimis non carborundum"
I know... A-lot.
The best mod for any aircraft is more gas.
Good stuff, Artic!
sj
"Often Mistaken, but Never in Doubt"
------------------------------------------
Artic - You tipped the funny scale once more. Welcome back.
Jerry
If it looks smooth...it might be
If it looks rough...it is!!
Thanks Jerry.
Can't wait to get back into the plane. I have one big, huge question for everyone. Is there an official Valdez Tattoo??
The best mod for any aircraft is more gas.
Yes - It's a white line across your forehead.
Jerry
If it looks smooth...it might be
If it looks rough...it is!!
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