Training

Re: Weight & Balance

JimF — Sun, 07 Mar 2010 11:30:00 -0600

I am interested in getting a coppy if it is still available. Thank you.
Jim
not_any_numbers@yahoo.com

Re: Overboosting the engine

Big Dog — Sun, 28 Feb 2010 15:57:00 -0600

Thank you for highlighting that "oversquare ops" is just another aviation wives tale. This rumor has been particularly hard to kill. The power chart rules. If it gives the numbers, then they can be used.

The why & how it got started is a deeper story. It just happens that 25" & 2500RPM is about 75% in most normally aspirated piston engines. I seem to remember a phrase in a POH that said something like "cruise climbs should be done at no more than 75%." I can't remember which one. It turns out that 25"/2500 is a good setting for climb, so long as the throttle is advanced to maintain 25" in the climb. It is a little easier on the engine than full RPM, and probably from a thrust/airspeed/drag/cooling perspective more efficient.

23"/2300RPM happens to about 65% in most normally aspirated piston engines. 65% is not too fast, not too slow, a mid range, all purpose power setting.

There is nothing magic about these numbers besides being simple, easy to remember and well within limitations, which is why they are probably taught at flight schools the world over. People who rent airplanes for a business prefer their airplanes be operated within limitations. Over time some convenient guidelines become carved in stone, never to be violated law. More disappointing is that pilots are not taught how to use the power charts in the advanced trainers and complex aircraft. They seem to be interested in getting that "complex &/or high performance" check out in as few hours as possible, thus the distilling of power settings down to 2 number values.

When in doubt, I have a few rules I follow;

1. Full power for every takeoff, go-around, missed approach and stall recovery until the ground, terrain and obstacles are not a factor.

2. Obey all the limitations in the POH.

3. Use the legal power chart in the POH to select the most appropriate setting for the flight at hand. It might be get there as fast as possible to keep a customer happy, pull it back to save gas and wear or pull it way back to minimize fuel flow in the hold.

Re: Weight & Balance

joshua johnson — Sun, 28 Feb 2010 12:41:54 -0600

thanks

Saratoga Maximum Fuel

S. Viscasillas — Tue, 16 Feb 2010 21:10:21 -0600

What is the maximum fuel that a Saratga can carry? At economy cruise. how far can you go? Range?

Re: Weight & Balance

Delvyn Rockwell — Tue, 16 Feb 2010 11:02:16 -0600

I would love a copy of your weight and balance spread sheet.

Thanks!!

Delvyn (Dale) Rockwell dalerock@aol.com

Re: Sheble Aviation - Update

Daniel — Tue, 16 Feb 2010 08:46:55 -0600

http://shebleaviation.com/

Re: Sheble Aviation - Update

rabah — Mon, 15 Feb 2010 11:26:25 -0600

Can you tell me what is there web site, couldn't find it. You can email me raba1998@gmail.com.

Cheers

Re: RE: What to buy (Comanche, Cirrus, Liberty, Cherokee?)

Dale Rockwell — Sun, 14 Feb 2010 16:17:49 -0600

The 250 cOMANCHE IS A GREAT AIRPLANE. i HAD ONE FOR 30 YEARS. Unless you plan to take long trips its not a great plane for short trips. You just take off and its time to land. I had a piper 140 and I went back to it. The 250 is just a stright and level air plane.Beleave me that gets old after wile. Good luck!!

Dale

hard to find instructor, found!

ron neiman — Sun, 14 Feb 2010 09:18:57 -0600

I had to get 15 hours of dual in a Twin Comanche for insurance requirements, from a CFI with at least 100 hours in make and model. It is really tough to find CFI's with experience in these older Pipers. I found a CFI/A&P/IA at KFXE that can do Comanches, Twin Comanche, Aztec, Apache, plus the newer stuff, turboprops, and glass cockpits to boot! He's the shop manager at Platinum Aviation and the email is glenn@flyplatinum.com.

Most of the CFI's around here are either airline guys with no GA background, or newbies that know less than you do. It was really great to find someone that knew the plane inside and out. Highly recommended CFI!

Re: Weight & Balance

Peter Rayner — Fri, 12 Feb 2010 13:23:59 -0600

Hi; could you let me have a copy of the program/excel sheet for the 140 Cherokee please.

Many thanks,

Peter Rayner.

Re: What to buy (Comanche, Cirrus, Liberty, Cherokee?)

Tony_Scarpelli — Fri, 12 Feb 2010 04:31:15 -0600

No, The useful load is 930lbs subtracting 300lbs for 50 gallons of fuel leaves me 630lbs or with standard fuel of 36 gallons I have 724lbs of payload in the Cherokee.

BTW- since posting this, about 2 years ago I bought a Turbo Comanche and I love it.

To answer another- I would get the 180 Comanche over an similarly priced Bonanza. I recently flew in a nice 180 from OR to NYC and we averaged about 150knots plus 20 knots tail wind the whole trip, but on 10 gph.

The Comanche is larger than the Bonanza in width and length in the cockpit. The Lycoming engine is bullet proof.

You never hear of corrosion on a Comanche as they were the first planes to be completely zinc chromated at the factory (something the military started requiring of all vendors years later).

Cheyenne 1 and 11 Cabin Differencial (PSI)?

Dan Cretsinger — Sun, 07 Feb 2010 17:08:41 -0600

-- moved topic --

Re: IFR Airspace question

MikeL — Sun, 07 Feb 2010 11:23:15 -0600

It looks to me like hugounruh does not perceive "must" to be an imperative and WRT the FARs I have to agree. If you look at 14 CFR 1.3 where the rules of stucture for all of the FARs are defined it says:

"Shall is used in an imperative sense;"

There is no definition given for "must" therefore "must" shall not be used in the FARs to express an imperative. I would not expect the word "must" to be used in the FARs at all. If it was used in the FARs to express an imperative then that would constitute an error since it is not defined as such within the regulations.

Yours in humble worship of the god of red tape,
>Mike<

Re: IFR Airspace question

Dave Matlock — Sat, 06 Feb 2010 02:59:52 -0600

I realize this thread has been around forever but am I the only one that finds the last post a total contradiction within itself or is it just that nobody is reading it any longer? Since this isn't one of those occasions when replies are hitting the thread by the second and someone writes a reply to one person and finds 5 other messages in front of his own by the time he has written it, I have to assume the post before mine was in response to the one before it (Which was the only other post to this thread made this year).

Re: Dumped off by ATC ...

Sac Arrow — Fri, 05 Feb 2010 12:15:14 -0600

If you establish 2 way communication with ATC, then no. If you are not in communication with ATC and you contact the applicable tower for landing or airspace transition, then yes.

Although, if you contacted a Class C tower directly for landing or transit, they will probably tell you to contact ATC anyway.

Re: Dumped off by ATC ...

AndyWls — Fri, 05 Feb 2010 02:15:23 -0600

Do you need to be "cleared" into class D and C airspaces?

Re: RE: IFR Airspace question

hugounruh — Thu, 21 Jan 2010 19:46:43 -0600

I would beg to differ. "Shall" in legislative and other language is mandatory If it said "may" I would agree with you that it would not then be mandatory. Just a thought.

Re: Dumped off by ATC ...

Dave Matlock — Fri, 15 Jan 2010 20:51:22 -0600

It may have been a little awkward under these exact circumstances but after hearing "Good Day" from ATC, perhaps a quick request asking for confirmation you had been cleared into that airspace? I tend to do that when my altitude isn't well above a non-destination airport during the flight, I also tend to ask ground control to confirm I am cleared to taxi across active runways when technically, I know I am. (That is provided I can do so without REALLY jamming him up or he already included such specific taxi instructions only someone not paying attention would need confirmation). I fly across restricted airspace pretty often and if I'm not in direct contact with a controller at that specific military installation (if my destination isn't within a restricted area, I seldom get in direct contact unless ATC won't give clearance because of activity, then sometimes I can work something out with the installation by contacting them directly) I include a specific request for clearance allowing my transition across each individual restricted area in my initial request for radar services as well as confirmation I am cleared to enter as I get close, if I haven't heard it from ATC at that point already.

Re: Dumped off by ATC ...

Georgia Piper — Fri, 15 Jan 2010 18:39:45 -0600

I had something simular to this happen. I was enrute to (X01) Everglades airpark from (4A7) Tara Field (20 miles south of Atlanta). I requested FF after departing from 4A7 and continued with hand-off's all of the way direct over Tampa. Then when leaving Tampa space they advised me to "squak 1200" which I did. I then called into the (X01) FBO and adivsed them that I was enroute with FF canceled along with my ETA due to the fact of me flying in over the glades and it was my very first long flight after getting my PPL.

When I arrived at (X01) I was told to report to the FBO and that flight services was wanting to talk to me. Nervous that I might have made a mistake being a new pilot, I called them only to find out that ATC never canceled my FF in the computer and they were just looking for me. I advised them I was fine and then found out that the person I spoke to at the FBO to advise them of my arrival was off shift and forgot to pass on word. Just goes to show that one small mistake can lead to a cluster of confusion.

Jason
Atlanta, GA.

IFR training software?

Tom — Sun, 13 Dec 2009 10:37:23 -0600

Does anyone have experience with ASA's On-Top IFR software simulator or IP Trainer?

Re: Weight & Balance

Hugh F — Mon, 07 Dec 2009 07:47:47 -0600

Would you possibly have a W/B spreed sheet on a 1965 Piper PA-30 T Twin Comanche.
If so I would greatly appreciate a copy, if not maybe a copy close to it that I may modify.

Thanks
Hugh F

Re: RE: IFR Airspace question

Bent Wing — Sat, 05 Dec 2009 16:11:06 -0600

mark Wrote:
-------------------------------------------------------
> FAR 91.159 states and I quote "cruising level
> flight of more than 3000 ft above the surface
> shall maintain"...the key word is SHALL and that
> doesnt mean the same as MUST therefore its not
> mandatory. However, if ATC asks you to change
> your altitude and it doesnt create a saftey
> problem for you then I recommend compliance with
> the request.

YES look at the Glossary in front of the FAR's. The word SHALL is the same as MUST.

Re: Cherokee six/Saratoga Rental/Training??

Manuel David — Sun, 15 Nov 2009 11:49:03 -0600

I am in the Kansas City area. I am looking for someone to rent a Saratoga or a Cherokee 6. I rent about once per week. I will consider shared ownership on a Saratoga or Cherokee 6. Please email me at mdavid@gcscontrols.com, if interested in renting out your Saratoga.

Thank you,
Manuel David

Re: Weight & Balance

jmanutes — Sun, 01 Nov 2009 11:52:13 -0600

I forgot to mention. I set the file to 'only I can edit this document'. My intention was for you to save the file with a different name in your account. If that doesn't work, please let me know.

And yes, this will require a Google account if you don't already have one.

Re: Weight & Balance

jmanutes — Sun, 01 Nov 2009 11:50:36 -0600

The link below should give you access to a Google Docs excel file that I created for weight and balance calculations. I choose Google Docs because I should be able to access it from any internet connection around the country. It won't be stuck on my home computer while I am off flying.

Obviously the tables are set up for my airplane and its particular setup. If you find it useful, study your airplane's weight and balance information carefully and use it. I would be happy to answer any questions about the document itself.

[url=http://spreadsheets.google.com/ccc?key=0AjJXyZgRwcrddHJVTElBT1ZZQVdLSHE3Z1JLdWlmVmc&hl=en]http://spreadsheets.google.com/ccc?key=0AjJXyZgRwcrddHJVTElBT1ZZQVdLSHE3Z1JLdWlmVmc&hl=en[/url]

Re: VFR Traffic Advisories

jmanutes — Wed, 28 Oct 2009 00:35:38 -0500

Thanks for all the replies! I wish every question I had was answered by a detailed video and a professional controller!

Re: King vs. Sporty's

Dave Matlock — Tue, 20 Oct 2009 15:07:32 -0500

I have a Kings CD set for the PPL I'll take 50% of the new price for.

Re: POH/Parts

Jens Jorgensen — Mon, 19 Oct 2009 22:51:08 -0500

James,

I have just recently purchased a '67 Arrow (PA28R-180) and have also been searching for a POH - mine came with an aftermarket info manual for a 200 - and would appreciate a PDF copy of your manual.

E-mail lochmist@telusplanet.net

Thank-you.

Jens
PA28R-180
C-GCZQ
Wildwood, AB

Re: air Jordan

ゲイ — Mon, 19 Oct 2009 21:17:31 -0500

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Re: IFR Airspace question

boothkc — Fri, 16 Oct 2009 00:06:40 -0500

Frank,
as others have said this kind of cheating could get you killed. It's a little like asking why I have to drive down the highway using the lanes. I'm often suprised by how close TCAS traffic is before I see it. Especially when closing head on at 3-400mph.

Keeping exactly on the required altitude makes it much less likely that you will have a head on TC. Cheating a few hundred feet combined with the possiblility of altimeter errors and failure to reset really adds to the risk. It is highly unlikely that you'd run into someone going in a similar direction on an airway at the same alt overtaking them. These deltas are pretty slow.

However closing speeds are another story. Even with TCAS things happen very quickly. I like to look at my transponder pressure alt (mode c) to see how far off it is from indicated alt. If there is a big delta that even makes me think that people w/o mode C may be off a few hundred feet....yikes! Even worse ATC won't know their alts so keeping at the correct cruising alt is even more important if you dont have mode C.

Kevin