Recent content by Tools

Eventually it all just assimilates. It’s a matter of what technique gets you to that assimilation stage. I can tell you that if you “pull check feather clean select lock then do your A B Cs” in a T-34C you WILL survive an engine failure. Period. Don’t really even need to know how to fly...

Flying is exactly opposite of most sports. The opposite of muscle memory. It’s about visual memory if you will. If the sight picture is right, you’re going to get the correct performance/response. Period. Flying well demands being able to make the sight picture correct and keeping it that...

Hmmm… I think the term “flying by the numbers” is misleading. It’s using a certain sequence of control manipulations that give you those numbers. We did this at the boat at a WHOLE NUTHER LEVEL. I mean 27 degrees angle of bank, fuel flow to about a 50 lbs an hour accuracy, vsi within 50 fpm...

Flying without “permission” is an enforcement issue. Doesn’t look like they care about that. If anyone should be scared, it’s the flight school that allows it to happen… The depression issue is nearly certainly what provoked the “emergency revocation”. Yes, that’s recoverable. It’s a mess...

It’s FAR 93 Airspace. Basically flight following… however, the general rule is above 3000 or BELOW 500! Ha! I always take B, below 500 and start counting sharks, turtles and dolphins, and watch Hercs takeoff right over me. If ya wanna get all nutty, goto FAAST and do the part 93 airspace...

The Hornet is an auto, d’uh! The manly Hoover on the other hand…

Yes. Compression tests. It’s actually a leak down test, not a compression test… nomenclature. And I agree, 2500 wouldn’t scare me, but if it was 2700… something is wrong. You are correct to apply your own common sense and intuition. His attitude of it passed some esoteric metric that is...

Same carb, or replacement? Just curious. My tiny pilot brain is thinking something went wrong with carb. Cylinder is also suspect, would want leak down data on that. In terms of reinstall errors… scat tubes done wrong, carb heat not even hooked up, maybe rigging, not likely but possible...

EAA chapters frequently have the type you mention. Which is people like me by the way. I do LOTS of “comfort” flying. I basically have a congregation. I don’t ask for money. I get lots of lunches and free tools! Ha!

When I got a ride we were yawing like mad. I asked about it, he replied that being so close you can’t use the ailerons. The boss owns them. Where he puts his wings, dictates where I put mine. Period. To induce a little heading change to stay in position or move has to be done with rudder...

Not really TRI Pacer then, is it? Askin for a friend…

Keepin it apropos, that’s EXACTLY why I tell students that stalling after an engine failure IS NOT AN OPTION. At all. No stalling. FLY to the site of the crash, don’t fall to it. I mean, may as well listen, if they survive stalling after an engine failure, I’m gonna kill ‘em anyway, just...

They lookin for pilots? May as well get paid to do it! Ha!

LOTS of good advice here. Emphasis: 1. Airplanes DO NOT bounce. I’ve seen lots of old film footage of them dropping airplanes to test the gear. Hardly bounce at all. They GO FLYING AGAIN. Plain and simple. A bounce occurs below flying speed, or any significant contribution of lift...

Me three. Was a good watch!! Saw most of the pilots there after the showing at the iMax in Pensacola, nice little bonus. Didn’t know anything about it, an army bud of mine figured it all out and said we should go. Glad he did!