Wednesday, February 23, 2011
Sunday, February 6, 2011
Mother's Day Brunch Denver
178 seconds to live. AOPA video about the brave espacial.Para disorientation. Quasi
Vga To Lcd Upper Right Corner
accidents this winter ... TORGAR
I have enough standing this blog.
confess that I have no deeds to tell. My flights are fairly routine. Routine in the sense that they are made in a very near as they were planned. And it certainly is because I am conservative in my SOP's personal and I always carried out with great weather and have a plan that always includes a detour to alternative and 45 minutes waiting on that alternative. Mínimo.Además try this as this alternative has a radio that at any given time will allow me to fly an instrumental procedure that placed me on the floor in a controlled safe and reusable aircraft enjoy of our fans again.
Thus, although the hours that I can fly the AT 3 have been reduced by lack of free time, I made a little trip. As I say, without sobresaltos.En Spring 2009 The Portuguese Algarve, Portimao, Evora, Badajoz, in the summer of 2009 went directly Robledillo (Lerman) Son Bonet (Luke ..) just the fateful day when two police officers were killed. It was a very interesting flight, with careful planning.
Igualada In summer 2010, Cordoba, Granada, were destinations where the EC KHY placed his wheels.
But not one of those flights of what I write. Quice
Within days, three pilots, two pilots dear friends, one and a ULM PPL have told me how concerned they flew in IMC. And the third was intended to come from Germany with a C172 to Sabadell, flip and come after sunset. (No comments)
The first in a local pleasure flight around your base aerodrome and flying a dam, saw a fog bank and found that before he could turn and avoid it. It was not and was seen flying in the fog, without artificial horizon in an aircraft ready to fly in IMC, much less in icing conditions. Recalled the video says 120 seconds.
The second was in relation to a merger that takes place every winter in a camp in southern ultralight Aragón.Yo the organizers, always remember those who have the intention of going to be extremely cautious. I doubt the timing of that call regularly. I planned to attend the event, but also to see the bad weather in the area, giving a significant clouds in the mountains and covered roof, is that in my base camp or the visibility did not allow taking off.
was when after a few days my friend, who last year had been spent on Subway pair return from this concentration to its airport, told me that the trip had been difficult, but that around ... around was much worse.
summarize by saying that he and his partner chose to put direct course from your GPS position to your airport (10 miles). (I must say they were on a solid cloud cover and well above the altitudes allowed to ULM and pilots with this single statement.) In this course, and leveled flat, cut the engine and crossed This layer of clouds, solid, 2500 feet thick.
Again without prior training in an aircraft not equipped for flight in icing conditions (or a heated pitot, or heat to the carburetor, no nothing). He confessed that after his legs were shaking .... Above ground had an accomplice who recorded that I did not tried to remove the idea. I was with a walkie, assuring that the clouds were high in the field and had good visibility. My friend normally flies with the horizon (electrical) off, so they do not spend. Needless to say, the day that the clothed themselves and try to erect, does not work properly, it will be the day that the needed. By now everyone who has installed horizon should at least know that should not be erected in flight, but on land, before commencing the shooting.
be disciplined and to stay in the interpretation of METARs, TAFORS, significant weather charts. Get a mental image of what we will find the information as interpreted and think if we have to be there, or rather in our home.
If we decide that our flight is feasible, plan ALWAYS an alternative to our target field and at least 45 minutes of fuel remaining on it.
An airplane with gasoline to fly 4 hours, never cheap for 4 hours. Planning legs of 2:30 or 2:45 am is much more reasonable and realistic. And above all, safe
Carry aboard an artificial horizon, is no guarantee of anything except that we are going to get into serious trouble if we trust he will get us out of them. Carry
aboard an artificial horizon, without serious training in its use is as dangerous as a gun loaded and cocked.
low temperatures, passing through a cloud and more at idle and falling all the ballots have to freeze we pitot, static and carburetor. The first two things will lead us to fly with a horizon that we interpret and erroneous airspeed indications, variometer and altimeter. One of the most contentious of all emergencies that is, even for professional drivers entrenadísimos.
The following will put the plane into an abnormal position passing speed at any time and in the best twisting when the abnormal position and overspeed, establish eye contact with the ground and try with all our might, to avoid crash into the ground. Yes certainly we'll do the engine stopped, because we will freeze the carburetor. Most likely end up breaking it in the air with imaginable consequences for us. Creepy, but predictable.
Let's put your little hand in the lion's mouth, getting a little more. Being self taught in this business takes a lot trouble. 
I have enough standing this blog.
confess that I have no deeds to tell. My flights are fairly routine. Routine in the sense that they are made in a very near as they were planned. And it certainly is because I am conservative in my SOP's personal and I always carried out with great weather and have a plan that always includes a detour to alternative and 45 minutes waiting on that alternative. Mínimo.Además try this as this alternative has a radio that at any given time will allow me to fly an instrumental procedure that placed me on the floor in a controlled safe and reusable aircraft enjoy of our fans again.
Thus, although the hours that I can fly the AT 3 have been reduced by lack of free time, I made a little trip. As I say, without sobresaltos.En Spring 2009 The Portuguese Algarve, Portimao, Evora, Badajoz, in the summer of 2009 went directly Robledillo (Lerman) Son Bonet (Luke ..) just the fateful day when two police officers were killed. It was a very interesting flight, with careful planning.
Igualada In summer 2010, Cordoba, Granada, were destinations where the EC KHY placed his wheels.
But not one of those flights of what I write. Quice
Within days, three pilots, two pilots dear friends, one and a ULM PPL have told me how concerned they flew in IMC. And the third was intended to come from Germany with a C172 to Sabadell, flip and come after sunset. (No comments)
The first in a local pleasure flight around your base aerodrome and flying a dam, saw a fog bank and found that before he could turn and avoid it. It was not and was seen flying in the fog, without artificial horizon in an aircraft ready to fly in IMC, much less in icing conditions. Recalled the video says 120 seconds.
The second was in relation to a merger that takes place every winter in a camp in southern ultralight Aragón.Yo the organizers, always remember those who have the intention of going to be extremely cautious. I doubt the timing of that call regularly. I planned to attend the event, but also to see the bad weather in the area, giving a significant clouds in the mountains and covered roof, is that in my base camp or the visibility did not allow taking off.
was when after a few days my friend, who last year had been spent on Subway pair return from this concentration to its airport, told me that the trip had been difficult, but that around ... around was much worse.
summarize by saying that he and his partner chose to put direct course from your GPS position to your airport (10 miles). (I must say they were on a solid cloud cover and well above the altitudes allowed to ULM and pilots with this single statement.) In this course, and leveled flat, cut the engine and crossed This layer of clouds, solid, 2500 feet thick.
Again without prior training in an aircraft not equipped for flight in icing conditions (or a heated pitot, or heat to the carburetor, no nothing). He confessed that after his legs were shaking .... Above ground had an accomplice who recorded that I did not tried to remove the idea. I was with a walkie, assuring that the clouds were high in the field and had good visibility. My friend normally flies with the horizon (electrical) off, so they do not spend. Needless to say, the day that the clothed themselves and try to erect, does not work properly, it will be the day that the needed. By now everyone who has installed horizon should at least know that should not be erected in flight, but on land, before commencing the shooting.
be disciplined and to stay in the interpretation of METARs, TAFORS, significant weather charts. Get a mental image of what we will find the information as interpreted and think if we have to be there, or rather in our home.
If we decide that our flight is feasible, plan ALWAYS an alternative to our target field and at least 45 minutes of fuel remaining on it.
An airplane with gasoline to fly 4 hours, never cheap for 4 hours. Planning legs of 2:30 or 2:45 am is much more reasonable and realistic. And above all, safe
Carry aboard an artificial horizon, is no guarantee of anything except that we are going to get into serious trouble if we trust he will get us out of them. Carry
aboard an artificial horizon, without serious training in its use is as dangerous as a gun loaded and cocked.
low temperatures, passing through a cloud and more at idle and falling all the ballots have to freeze we pitot, static and carburetor. The first two things will lead us to fly with a horizon that we interpret and erroneous airspeed indications, variometer and altimeter. One of the most contentious of all emergencies that is, even for professional drivers entrenadísimos.
The following will put the plane into an abnormal position passing speed at any time and in the best twisting when the abnormal position and overspeed, establish eye contact with the ground and try with all our might, to avoid crash into the ground. Yes certainly we'll do the engine stopped, because we will freeze the carburetor. Most likely end up breaking it in the air with imaginable consequences for us. Creepy, but predictable.
Let's put your little hand in the lion's mouth, getting a little more. Being self taught in this business takes a lot trouble.
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