tag:blogger.com,1999:blog-3370279032461008492024-02-07T15:19:02.077-05:00Aero EnterprisesAerobatic, Unusual Attitude Recovery, and Tailwheel Flight InstructionMr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.comBlogger30125tag:blogger.com,1999:blog-337027903246100849.post-73299983432771328882017-08-21T07:57:00.000-04:002017-08-21T07:57:03.723-04:00Common Mistakes or "Why Are You Doing That!"I read an excellent article by Steve Krog (The Classic Instructor) in the latest EAA Sport Aviation magazine (August 2017). I want to repost some of his words of wisdom here (slightly modified by me, well, because I just can't help myself) because flying is often times filled with mistakes by pilots, albeit small ones (hopefully). I seem to run the same dialog in my mind when I see them: Why are you doing that! Here's a few to think about: Q: Why allow the airplane to move off the runway center line and then make large rudder inputs, or none at all, to fix the problem? A: Like I'd been taught in the military, "I have no excuse, sir." The real answer is, pilots fail to see small excursions, and don't realize the organic matter is about to hit the fan. The fix: pay attention, observe small directional changes, use small, timely rudder inputs and keep things aligned. Q: Why do you rotate, climb, and fly with one wing low. A: Your primary instructor never fixed the issue a long time ago. I bet you didn't even realize you do that. Your passengers probably won't notice. You say, "what's the harm"? I say, "It inefficient, and sloppy flying." As aerobatic pilots we know that a couple degrees right or left wing low makes for ugly acro figures. If you fly left-wing low, your traffic patterns are going to be problematic, cutting corners, wondering why you find yourself high on final. Q: Why do you fly final faster than book value? A: "Safety," you say. Aaaaaaannnt (that's my buzzer sound)! Unless you're dealing with strong and/or gusty headwinds, you're just going to be further down the runway on touchdown (not so safe). Eight to 10 mph fast will about double your landing distance required (not so safe). Think about this stuff and other things you do. A good pilot constantly analyzes their performance. Make a post-flight review an element of your flying discipline and ask yourself, "why did I do that"?Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-83216159198833392152015-10-02T12:10:00.000-04:002015-10-02T12:10:26.503-04:00Aerobatic How-To VideosHello Fellow Aerobats!
With some extra time on my hands, I've started to create some how-to videos for the basic aerobatic figures. I'll initially post these to my Dropbox account, and will only give access to those that I've flown with (or those I'm fairly confident won't try these on their own in a Cessna 172 or some other non-acrobatic category airplane just above the runway... famous last words, "Hey, watch this!"). The first one is "The Loop," and it's available on the Dropbox <a href="https://www.dropbox.com/s/hd0z1us8gmfmutj/Aero%20Enterprises%20-%20The%20Loop%20Rev%204.mp4?dl=0">Video - The Figures</a> folder. There will more to follow, so stay tuned. Hope your summer was good. With fall coming, and some nice, cool dense air, the Decathlon comes close to flying like the Super on a hot day! Blue Skies!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-85829853269400242692015-01-03T17:02:00.000-05:002015-01-03T17:02:28.023-05:00New Year: New GoalsHere it is: If we don't challenge ourselves as pilots, our skills ebb, our proficiency flat-lines, or worse, declines. Little used skills get rusty, frustratingly so, potentially to the point of being dangerous. A low-cost solutions is to go back to some of those exercises we had to be proficient at for our Private, Commercial, or Instructor certificates. Download a copy of the <a href="http://www.faa.gov/training_testing/testing/test_standards/">Practical Test Standard</a> on the FAA web. If you've forgotten how to perform an activity, grab a copy of the <a href="http://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/airplane_handbook/">Airplane Flying Handbook</a>, also free on the FAA web. Study it, chair-fly the activity, then saddle up and do it. Still hesitant, find your favorite instructor, or look up another instructor, someone with a fresh view, and "git 'er done."
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Here's another option: Add a rating to your existing certificate, e.g., seaplane, instrument. Another route: Pony up and move to the next level: Private Pilot to Commercial, Commercial to ATP. Granted, migrating to a new certificate is not for the faint of pocketbook, and it takes a serious commitment. This is not to dismiss the instrument rating, which also calls for a serious outlay of cash. A Seaplane rating comes in at about $1400 in a Cub, $1700 in a Husky, or $3500 in a Beaver (we sure like the animal names for airplanes...), not to mention your travel and lodging. Expand your horizons, it'll help your everyday flying, give you new perspectives, new experiences, new friends.
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhb6gHq01EgNKgDj2-Ip6GTXgSlcAhiH4T6AzBcFtR9D0efsmvUGgukXQS6XJMLVjG2-mxzyhJwv6jpLO3WuST0efhI1EECUR722V0TDOntYnFEizciZnZlsbJf4VCjR36rhNAIzaT_vHA/s1600/8KCAB+August+2014.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhb6gHq01EgNKgDj2-Ip6GTXgSlcAhiH4T6AzBcFtR9D0efsmvUGgukXQS6XJMLVjG2-mxzyhJwv6jpLO3WuST0efhI1EECUR722V0TDOntYnFEizciZnZlsbJf4VCjR36rhNAIzaT_vHA/s320/8KCAB+August+2014.jpg" /></a></div>Speaking of new friends, Jonathan Derden recently married at the Gordonsville Municipal Airport (GVE), an excellent aviation photographer, snapped this pix of Aero Enterprises' Decathlon. <br />
I thought the spiffy reflection a nice touch. Jonathan's other work can be found on <a href="http://www.jetwashimages.net/jonathan-derden">Jetwash Images</a>. Very nice stuff, Johnathan! <br /> <br /> Okay fellow pilots, go out there and challenge yourselves! Add a rating, add a certificate, and I'd be remiss if I didn't tout the offerings of Aero Enterprises: tailwheel endorsement, upset recovery, spin training, and my favorite, aerobatics! Have a great New Year, be safe, have fun.
Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-68151570948440158522014-07-22T08:55:00.002-04:002014-07-22T08:55:43.511-04:00Pre-Flight InspectionsWe all perform preflight inspections on our airplanes (right?). Check the fuel, check the oil, walk around the airplane, peering into spots when able, moving control surfaces, looking at tires and brakes (when wheel pants aren't in the way). I started using a flashlight when I saw an air carrier crew member walk under the wings, looking up into wheel wells far above his head, using one of those Maglight flashlights. Lighting inside the hangar is usually far from adequate, so the flashlight seemed like a no-brainer. My preflight checklist identifies an inspection of the cabin: Cabin door, flight controls, mag switches, fuel quantity, fuel shut-off valve, seat belts, ELT, loose items for aerobatic flight. That's it. Not near enough for me. The front pilot station has the occupant's legs a foot below an inverted fuel tank that has five fittings/lines going to/from the tank. Five opportunities for leaks. Of course it's dark up there, thus the flashlight. Always a part of my preflight is having a look at each fitting and line for fuel stains. Never found one in the many preflights I've done. That is until a few weeks ago!
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This rascal had a blue stain on it. I took a wrench to see if it was loose. Whoa, that crack you see above, turned into a gusher! It was a fairly quick fix to replace the fitting. However, had I not seen the crew member peering up into that wheel well many years ago, I probably would have missed that cracked fuel line, with potentially disastrous results had it decided to let loose while aloft.
Take your time on those "routine" preflight inspections, go the extra mile to ensure you're seeing everything critical to safe operation. Consider that flashlight!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-32481045320240039642014-04-02T08:57:00.000-04:002014-04-22T12:07:46.876-04:00Unconventional RecoverySome (a few, well, maybe one) of you are familiar with the spin recovery acronym PARE. That's <b>P</b>ower to idle, <b>A</b>ilerons neutral, full opposite <b>R</b>udder, <b>E</b>levator through neutral (and once rotation stops, rudder to neutral and recover to level flight). This procedure was a result of NASA spin research in the 1970's and is often referred to as the NASA Standard recovery that works for most all single engine, light airplanes. Other procedures work, too. For example the Beggs/Mueller goes like this: 1) Power off, 2) Remove your hands from the stick/yoke, 3) Full opposite rudder until rotation stops, 3) Neutralize the rudder, 4) Recover to level flight. Every airplane will respond differently and the procedure for recovery for those airplanes approved for spin is contained in the Flight Manual or Pilot Operating Handbook.
While both procedures I note above work effectively in the Decathlon, a more unconventional, and some NOT RECOMMENDED inputs work also. Here's how one example goes: With plenty of altitude (5,000' AGL and above), enter a spin, let's say to the left. Allow the spin to develop past the incipient stage (Stages: entry, incipient, developed, recovery). While in the developed phase, add full anti-spin/out-spin aileron, i.e., full right aileron in our example. After a couple more rotations the less stalled wing's (right wing) drag increases enough (as a result of upward deflected aileron) to reduce the left-yaw component that propagated the spin enough to stop rotation, uncoupling yaw and roll. One then neutralizes rudder and aileron and push the elevator through neutral (to break the stall) to recovery. Once again, not recommended, but an interesting aerodynamic experiment (at altitude, in the Decathlon).
Come on out to Gordonsville International and we can get you used to all phases of spin (especially the recovery phase)!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-70741821771767244072013-12-23T11:21:00.000-05:002013-12-23T11:21:22.223-05:00Back to the BasicsRecently I flew with a pilot, commercially certificated with a couple thousand hours, that has been exclusively flying his airplane, a Cessna 182, for the past three years. Admirably, he decided to pursue a tailwheel endorsement to improve his skills. The Decathlon is not a particularly difficult airplane to fly; but certainly different than a C182. It's not as stable, bordering on neutral dynamic stability and has more control authority (inputs produce instant results about all three axis). The Cessna is robust, stable airplane with comparatively slower response to control inputs and its dihedral tends to return the airplane to unbanked flight with little or no input (depending on the upset). So clearly these two airplanes require the pilot to operate each differently. The exclusivity with which this pilot operated his airplane probably makes him a pretty good C182 driver, but when faced with the change to the Decathlon, caused some grief. Seeing this pilot's troubles, primarily with airspeed control (you know, the stabilized approach yields a good landing -- some caveats apply), I stressed airspeed control. What was surprising is this fellow was unable to capture airspeed. Hmm, I was momentarily dumbfounded (I find this more and more as I get older). How can a 2000+ hour pilot not capture and maintain airspeed? It's simple, the same way a beginning, low time student pilot does--failure to attitude fly the airplane. You probably remember this or some rendition of this from your initial instruction: Attitude + power = performance. But if you replace attitude with airspeed (which is performance) you get Mr. Toad's Wild Ride, that is, the pilot tries to capture airspeed by exclusively watching airspeed. We know there's a lag in what that instrument tells us, so to get a more instantaneous response, we increase the pitch input, but we then overshoot the target, and provide input in the other direction, resulting in pilot induced oscillation. The fix is simple, go back to the rudimentary "fly the windshield," making small corrections out front, and crosscheck the airspeed indicator. Twenty minutes of constant airspeed descents from altitude fixed the problem. In this case, taking a few steps backward, back to the basics, moved us closer to the goal. I hope to see you out at the airport!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-86008895581083861312013-12-08T12:15:00.000-05:002013-12-08T12:15:41.332-05:00Almost a New Year | How About a New Skill?We're in count-down mode to the New Year, and with that some believe that resolutions are in order. If you subscribe to that process, I'm with you. It's always a good time to fix what's broken, learn something new, expand that envelope. I can help with that process, whether it be a tailwheel endorsement, some acro, upset recovery, or spin training. Now's a good time to honestly check your skill sets and see where improvement is warranted.
I'm reminded that hours in a logbook does not equate to proficiency nor competency. You may have done xyz two years ago, and it looked good then, but the expression, "what have you done for me lately" applies to aviation as it does to any skills-based activity. We're charged with safely making aviation each time we fly. Often we get a false sense of security when our mission is take off from point A and fly and land at point B. You may have done an ok takeoff and landing, but statistically, it means little. Try seven takeoffs and landings and make the assessment. Okay, enough pontificating.
Happy Holidays to any reading this. I hope they are safe and you and your families are blessed and the New Year is a good one for you.Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-16828161331075295282013-08-06T09:57:00.003-04:002013-08-06T09:57:40.932-04:00Spin TrainingHoly Smokes! It's clearly been a while since I last posted, so this one is overdue. Couple months ago, a youngish (anyone one under 50 qualifies) fellow came to me wanting some spin training. Mike is a 30-hour student pilot, avidly working on getting Private Pilot credentials. I think it's a great idea, seeing and experiencing spin entry, exit, and working at some of the common pitfalls pilots gravitate towards that leads to trouble.<br />
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Lesson 1 of my three-lesson spin training syllabus reviews some basic airmanship skills, e.g., "dutch rolls," slow flight, power off and on stalls, and then moves to those that are no longer required by the FAA for Private Pilot training: accelerated maneuver stalls. Also in this lesson we cover the "falling leaf" maneuver: A power off stall which is held, keeping the wings level with only rudder. Then it's on to one-turn, upright spins.<br />
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This is reviewed in lesson two, along with two-turn spins, and then on to the real-world business of scenario-based spins. This is where (sadly) the rubber meets the road (or field, or other terrain). The base-to-final turn is a serious gotcha, as even if one figures out what's going on, 500 feet or there abouts, is not enough altitude to exit the incipient spin. A good reason to practice this stuff at altitude, in a spin-approved airplane, and with yours truly. One has to really work at coupling yaw and roll and adding stall for the base-to-final faux pas, but it's often an eye-opener when properly (or improperly, depending on your perspective) executed. Mike and I also set up the "impossible turn," the nefarious departure leg, engine-out, gotta-get-this-thing back to airport scenario (at altitude), and for a low-time pilot, he did excellent! He "unloaded" the tail/elevator, got the nose down, and cranked the airplane around in a 45 degree (and maybe a wee bit more) banked turn, managing to line up on our imaginary runway centerline before busting the "hard deck."<br />
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The final lesson were reviews of upright one-, two-turn spins, and then into multi-turn spins(5 turns was the goal, but sometimes they went an additional one or two turns). The piece de resistance were inverted spins. We flew a half-loop (airspeed is slow at the top of this), then it's stick full forward, and kick fully rudder. Ideally these are recovered from in a single turn, maybe two. They're uncomfortable, your eyes feel like they're being forcibly pulled from their orbits, and the hand of nature is trying to remove you from your seat. Mike took a little too long to recover on these, and got his feet mixed up (he added opposite rudder, and little late, saw to recovery, then put pro-spin rudder in) and we went around a number of times--yeah, I lost count. After about three revolutions, the Decathon's inverted spin tends to flatten out and it becomes Mr. Toad's Wild Ride. I did call for control of the airplane, applied out-spin rudder, and that rascally airplane took it's time in the recovery (another two turns). Of course we did this up at 5,000' AGL, and we had much room to work with, recovering about 3,000'. I like to allow pilots some room for error; however this time, I may have allowed things to progress a little too far. So it was certainly a learning experience for Mike, and one for me, too.<br />
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Spin training is great stuff for all pilots. It might require you to screw your courage up a notch, but the experience will go a long way towards making you safer, more confident and knowledgeable, and a better aviator. See you at the airport!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-63378327327888512862012-12-24T10:43:00.002-05:002012-12-24T10:43:39.308-05:00Happy HolidaysI hope my fellow aviators and families have an excellent holiday season. The weather can often be dicey, but there will be some superb flying days, too, so I hope you have an opportunity to get out and "aviate."
The 2013 Known sequences are out and below is the Sportsman sequence. It looks challenging. A note about the Aresti symbols: The figures are numbered in order of execution, starting with 1. A figure starts with the little black dot, and ends with the "T" shape. The dotted lines are just used to join two figures (not as an indicator of vertical flight). The red "2x4" means a half-roll (or two of a 4 points over 360 degrees).
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The sequence begins with a pull, pull, pull humpty bump (1), hammerhead (2), reverse shark's tooth (3), loop (4), reverse shark's tooth with a half-roll on the 45 degree downline (5), Cuban 8(6), Immelman (7), hesitation roll (8), looks like a 45 downline followed by a Immelman (9, and can't find it in the Aresti dictionary), and a roll (10). One trouble spot I see is after the Immelman (7) in that energy is lost at the top of that during the half-roll portion of the Immelman, and up next is a hesitation roll. Those are fairly easy at 100 mph, but one doesn't nearly have enough speed after the Immelman (so a longer horizontal line is drawn to build some speed).
Looks like a lot of fun! Come on out to GVE and we'll turn the Decathlon upside down.
Happy Holidays!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-46479992530723381782012-11-27T07:38:00.000-05:002012-11-27T07:38:40.152-05:00New Engine, Cool Wx, Cool FunAfter Erin's birthday ride to the Outer Banks in early October, it was time for a 25-hour oil change. It turned out, it was also time for overhaul. As usual, I drained the oil, pulled off the spin-on oil filter. As the engine got closer to its time before overhaul (TBO), I started the practice of cutting the oil filter open BEFORE adding oil to the engine, just in case there was trouble in paradise. Sadly this oil filter presented a few ferrous shavings. Trouble. We were at 1,350 hours (50 before the then factory recommended TBO). It was time. I talked with Othman Rashed of Triad Aviation and he committed to a two-week turn-around on the engine. He did it, but with a full-time job, it took me another few weeks to get it installed, and run-in. The good news is that it now has about 12 hours on it (included is 2 hours in Triad's test cell) and it's performing flawlessly. Last two rides I did acro.
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In addition to the overhauled fuel servo and distribution manifold, new starter, new mags, plugs, wires, I elected to have the exhaust system rebuilt, the prop governor overhauled, the prop inspected, re-sealed, and balanced (it was 3-years post overhaul and due), all new oil and fuel lines, oil cooler cleaned, flow and pressure checked, and new engine baffles made. As Triad is a authorized Lycoming dealer, with the work that was done, the engine goes to zero-time (that's engine speak for new, baby).
All this means is that we're up and operational. The next fifteen hours of operation will be at and above 75% power, to assist in the run-in process (coincidently that is the power setting for acro!). After that first 25-hour of high power setting operations, we can return to "normal" operations, e.g., pattern work.
Hope this cool weather we're having doesn't slow down your aviation plans.
See you at the airport!
Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-24438385282758709272012-09-14T09:40:00.000-04:002012-09-14T09:40:29.406-04:00The Devil on Your ShoulderI think it's fair to write that we all have at least a healthy respect of the aerodynamic forces that can cause an airplane to depart controlled flight into stall and potentially resulting in spin. When that "respect" turns into fear, then a problem exists, one that can cause unnecessary and sometimes dangerous operational practices. Fear can be good: A healthy amount can focus our efforts, sharpen our skills. When that fear takes a hold of us, it can prevent "adaptation," that is, efforts and actions appropriate to the activity; we become afraid of events that haven't happened. For example, an unreasonable fear of stall/spin might cause us to increase landing airspeed, reduce pattern turn bank angles, both preventing effective approach/landing procedure. This can produce anxiety and even panic. It's a potentially dangerous condition in the cockpit.
If you think you may be victim to this kind of fear, examining it, using coping mechanisms to minimize its effects may be prudent. A recent EAA webinar may help. <a href="http://www.eaavideo.org/video.aspx?v=1836550585001">Don't Let Fear Stall Your Flying</a> may be just what the doctor ordered.
Hope to see you at the airport!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-51250860474657660762012-07-13T16:20:00.002-04:002012-07-13T16:20:30.145-04:00Yes, Another Private Pilot!Mike Lake, a primary flight student of mine, passed his check ride yesterday, with Designated Pilot Examiner (DPE), Mike Price. Evidently Mike, the latter, thought Mike, the former, meet all the Practical Test Standards (PTS), and awarded him the certificate. It is truly a certificate that allows one to learn, and Mike (the former) seems like the type that will press on. Acro, maybe, but I think his interest lies in the coveted Instrument rating. What ever direction you take, Mike (the former), congratulations on your achievement, and Blue Skies!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-86313864606155452852012-05-18T07:54:00.002-04:002012-05-18T07:54:52.547-04:00Working Stiff - Weekends OnlyIt doesn't take a degree in meteorology to see that this is prime time for some excellent flying. Temps aren't very high and the spring winds have headed elsewhere. I hope you're aviating when able.
Since I landed a nice contract with a pharamceutical manufacturer to provide technical writing services, over in The Valley, I've had to scale back instruction to weekends only. My apologies if this somehow affects your ability to fly with me. By compressing my availability to weekends, it requires some advance reservations as I'm typically booked out three to four weeks.
My latest goal is to temporarily abandon the glider rating and persue competing in the East Coast Aerobatic Contest, to be held at Warrenton in September. I'll be developing a freestyle sequence over the next few weeks, and continue to practice the Sportman Known sequence (below) ad nauseum. Practice makes perfect!
This weekend looks like a nice one. Hope to see you out at the airport!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-16166355068570647262012-02-09T19:01:00.000-05:002012-02-09T19:01:41.547-05:00Spring, Right Around the CornerOkay, not much of a winter, but who's complaining? Flying has been steady through this mild winter, with only a few days canceled as a result of brisk winds, turbulence, or precipitation (in the liquid form, thankfully). A handful of fellow aviators are learning or refreshing skills to turn the Decathlon on its back (sides, and everything between). Others are learning some tailwheel skills, still others taming the spin, or recovering from unusual attitudes. <br />
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My schedule has been a challenge as my "day job" takes me over to the Shenandoah Valley to Merck pharmaceutical for a forty-hour weekly commitment. Weekend flying is almost always booked a week ahead of time, and I block out some time for a little R&R. I apologize if you're unable to book some time with me on short notice.<br />
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Plans for the summer include at least one competition, probably at Warrenton for IAC Chapter 11's East Coast Aerobatic Contest. I would also really like to take a few days off and get my Commercial glider rating. I think that would be more fun than a barrel (roll?) of monkeys, and I'd learn a whole lot about energy management. Plus it would be nice to fly without that noise-making machine droning away up front.<br />
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If you're interested in aerobatics, have a look at the <a href="http://www.iac.org/">International Aerobatic Clubs web</a>. A great benefit of joining is the Sport Aerobatic monthly magazine. The current February issue has a great article on the roll by John Morrissey, examining the history and important elements of this figure that factors highly into good sequence scores, if you compete, and if not, good troubleshooting advice on errors and fixes. There's also an interesting article about the Sukhoi 26, an unlimited Russian aerobatic machine. It's nice to dream....<br />
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Posted at the bottom of the blog is the new Sportsman Known sequence. Have a look, and if that looks fun, give me a call and we'll go fly it!<br />
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Okay, enjoy what's left of this mild winter, come out and fly upside down, hang at GVE for some excellent FREE food provided by Faith Olen-Glick every Saturday and Sunday at <a href="http://www.bluebirdaerodrome.com/">Bluebird Aerodrome</a> at Gordonsville Muni!<br />
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Happy Aviating!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-52146577213193842352011-11-24T18:33:00.000-05:002011-11-24T18:33:43.878-05:00Year-End and MilestonesHard to believe that the year is winding to a close so soon. If you haven't already received an invitation to a party to celebrate the completion of a BS in Aviation Science, consider this post as an invite. The party is on December 10, from 5 - 8 pm at Gordonsville Muni. Should be good food, company, and a rumor that a bluegrass band will show up!<br />
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I started this college effort after high school, way too many years ago (30+), got sidetracked by life, but continued to take a class here and there along the way. I ramped up the effort about five years ago, and this December, the degree is a done deal. <br />
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Somebody kick me, but I'm considering Embry-Riddle Aeronautical University's Master of Aviation Science with a focus on human-factors. Why? Because the capstone research project for the BS degree I chose was on loss of control - in-flight (LOC-I). "So what," you say. Here's what I found: The number one cause of commercial and GA aviation accidents is LOC-I as a result of "pilot error." I think with some additional credentials, I can first, know more about the human condition that causes this, second, use this new knowledge in my flight instruction, and who know where else, and third, make some sort of a difference to mitigate accidents. To think, I can be an idealist after 56 years on the planet. Anyway, if you're at all interested in the topic, I wrote <a href="http://flyacro.us/D.%20Rogers%2010486518%20Research%20Paper%20Final%20Submission.pdf">this paper</a> and posted it on my web. Download a copy, read it, and let me know what you think.<br />
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Hope your holidays are excellent. Come see us at GVE. Blue skies!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-2802926603917818022011-09-06T18:05:00.000-04:002011-09-06T18:05:35.367-04:00East Coast Aerobatics ContestThis weekend, September 9, 10, and 11 is the annual East Coast Aerobatics contest, held at Warrenton airport (KHWY), put on by the IAC's Chapter 11 (I kid you not). It's a very cool contest, with lots of friendly people, a nice meal on Saturday evening for competitors, and great acro! Spectators are welcome. I was hoping to enter in the Sportsman category, but alas, I have a full parcel of students on Saturday, and this final semester at school demands I behave like an adult and study. If you have a chance, and the weather cooperates, fly or drive into Warrenton and watch some acro. Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-36351883801380753352011-08-17T17:36:00.000-04:002011-08-17T17:36:28.555-04:00My Spin on Spin TrainingNathan Richards more than survived spin training over the course of a couple weeks, he relished it. On lesson number two of three, he managed to nauseate the instructor. No, not with sub-par jokes, but with spins ad nauseum. He hung in there for just shy of 1.5 hours of one, two, and three turn spins until I tapped him on the shoulder with, "lets go home, you're making me sick." Nathan, a private pilot, is a PhD researcher with Barron Associates in Charlottesville who contributes to the aeronautic brain trust of that company. <br />
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Today, lesson three of three, saw us reviewing two turn spins, then some loops in preparation for entry into inverted spins. Inverted spins were an an eye-opener (more like an eye-popper) as we pulled (or pushed) about -2.5 g's before recovering. He did excellent. After this we worked on some aileron rolls and slow rolls. We managed to carve an interesting pattern over Orange County this morning (below) as recorded by my SPOT personal locator beacon. Thanks, Nathan, it was a blast!<br />
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Give a call or drop an email, and we'll carve our own patterns during acro, spin training, unusual attitude recovery, or that tailwheel training.<br />
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See you at the airport!<br />
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Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-35348102134929787842011-08-12T16:51:00.001-04:002011-08-12T16:53:06.276-04:00Get Set FreeIt's been piping hot over the past few weeks, but the hot weather hasn't kept the pilots from flying. We've been spinning, looping, recovering from unusual attitudes, and just plan dialing in those wheel landings over the first week of August. If you haven't seen the sky and earth swapping places in a while, or ever, lets set up some time to do just that. I can't stress enough how important it is to have seen and experienced the "out-of-the-box" sensations and views of the not-so-normal flight attitudes encountered during acro, spin, and unusual attitude training. Other than the plain fun of it, its utility is quickly realized if the event is ever unintentionally encountered during "normal" flight. Plus, as Sean D. Tucker says, "it sets you free" from fears and gives you a new confidence in your skills.<br />
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Ralph Boyd, finishing up his tailwheel endorsement in this most excellent landing at GVE. Ralph is moving on to some acro to become a safer pilot (and to have a wee bit of fun, too). Photo by Mike Colburn.<br />
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See you at the airport! Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-57471857543503359232011-08-01T10:15:00.000-04:002011-08-01T10:15:11.352-04:00Oshkosh: There and BackMy first trip to Oshkosh was well worth the effort and expense. OSH is aviation Mecca the last week in July. We saw more warbirds, antiques, electric, and of course, aerobatic than you could shake a stick at. Fifi (B-29) was there, as well as Boeing's new 787 offering to mass transit. <br />
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Saw a new Light Sport, the Dallair Snap (left), in front of the IAC's pavillion. Looks like a whole heap of fun.<br />
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And ran into a very nifty little Mooney Mite (with yours truly looking like a kid in the candy store), like the one my father owned in the '50's. It's got 65 screamin' horspower, retractable gear, and fun written all over it.<br />
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If you haven't been, consider flying out and attending AirVenture. Flying out with your own airplane is very fun. However this time of year, almost plan on diversions and delays (we lost a day due to weather on the way up; however it was smooth sailing back to GVE, yesterday, 7/31).<br />
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Stay cool and see you at the airport.Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-92016536763811564562011-07-01T17:46:00.000-04:002011-07-01T17:46:32.387-04:00Holiday and FacebookI hope everyone has a safe, enjoyable holiday weekend. Take someone for an airplane ride if you get the chance. It may change their perspective about things. <br />
The last few days have been excellent aviating opportunities. I flew with a couple of primary students this week. One has turned the corner in his landings, the other, with just a handful of flights definitely has the "fire in the belly" when it comes to flying. A tailwheel student will take to the skies for his first attempt at landing a conventional gear airplane tomorrow morning. We'll head to Louisa Country/Freeman Field (LKU) for some landing practice in the grass. Should be fun! <br />
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Some time ago I generated a Facebook presence for Aero Enterprises. I've totally ignored it until today, where I posted a few remarks. If you have a hankering, friend me there and post away.<br />
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Blue skies to you all, and see you at the airport.Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-67483233549672870502011-06-20T11:05:00.000-04:002011-06-20T11:05:07.836-04:00Scheduling Help with Google CalendarMy flying schedule is reflected on Google Calendar located on this blog at the bottom of the page. If you'd like to fly, have a look at the calendar first, then email or call.Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-71604410222329914702011-06-16T16:36:00.000-04:002011-06-16T16:36:02.259-04:00New Syllabi on the WebTwo blog posts in one day! Recently posted to the <a href="http://flyacro.us/Index.html">aero enterprise's</a> web are new syllabi links for <a href="http://flyacro.us/SS%20Syllabus%20Rev%20A.pdf">spin training</a>, <a href="http://flyacro.us/UA%20Syllabus%20Rev%20A.pdf">unusual attitude recovery</a>, and <a href="http://flyacro.us/Acro%20Syllabus%20Rev%20A.pdf">basic aerobatics</a>. When you get a minute, check 'em out.Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-67625260586184069012011-06-16T11:14:00.000-04:002011-06-16T11:14:27.353-04:00Indecision SettledBusiness has been less than stellar the past few months. Yesterday I'd decided to close my doors. Today I decided to leave them open. Insurance was a primary demotivator. I've reconciled that issue and with new vigor will promote Aero Enterprises. Please note that there's a 10% discount when you buy a 3-hour block of time, that is, instead of forking over 540 of those hard-earned greenbacks for three hours of flight time, you pay $486. Also, if you refer someone to fly with me, and they actually do fly, I'll subtract 10% from the cost of your next flight. <br />
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I'll be posting an interesting discussion on rolling G's on the blog in the not-to-distant future, stay tuned. Oh, and I still owe the blog an acro syllabus...no rest for the wicked.<br />
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Blue skies, and hope to see you at the airport.Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-76179233664706183712011-04-19T09:31:00.000-04:002011-04-19T09:31:19.600-04:00Up and RunningThe 100 hour/annual is complete, the airplane's been flown a couple times to ensure all is operating correctly, and we've flown some acro, too. After a couple weeks off, my G tolerance is diminished, so I'll be flying often to build that up (yeah, that's my excuse). Mornings are primetime for smooth air and good visibility (until that warm, moist Gulf air moves in). I'll be posting syllabi for introductory acro and unusual attitude recovery instruction on the flyacro.us web for download. Although I follow a regimented and sequential instruction method, having something concrete to look at will help pilots understand the process. Okay, hope everyone is gearing up for the prime flying season that is upon us. Blue skies and tailwinds....Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0tag:blogger.com,1999:blog-337027903246100849.post-38461960542241526162011-04-08T11:32:00.000-04:002011-04-08T11:32:53.166-04:00100 Hour/Annual In ProgressThe Decathlon is undergoing an inspection before the busy flying year takes off. A few items as a result of the past year's acro that need some attention include replacing engine Lord mounts and resetting and securing some rib nails. Neither are too major, but require some time consuming labor to fix. It's my hope that I'll finish the work this weekend (4/9 & 4/10). I elected to replace the original gascolator with a <a href="http://www.stevesaircraft.com/gascolator.php">Steve's Aircraft gascolator</a>. These units are well designed and manufactured, allowing easy service and daily fuel inspection. The replacement was preemptive as the original gascolator is no longer supported by American Champion. The airplane's opened up, waiting for some mirror and flashlight inspection and if you have a chance, come out and pear into the bowels of a '78 8KCAB.<br />
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Blue Skies!Mr. Stick and Rudderhttp://www.blogger.com/profile/05135445477803934950noreply@blogger.com0