Saturday, December 13, 2008
Monday, September 29, 2008
Headphone Cable Red Yellow And White
the stories of a flight to Compostela
Lavacolla (Santiago de Compostela) is the main airport in Galicia. It is located 30 miles south of Corunna, on high ground surrounded by a huge forest. It's an airport I go since I was very small, in Lavacolla took my first plane, so a special feeling cuandoaterriza there. However it is an airport that flies frequently because of its proximity to Corunna does not compensate for the 20-minute flight between the two airports. In addition, commercial traffic at both airports makes the ground waiting times are significant, with a corresponding fuel consumption. To get an idea, the flight time between return is just 40 minutes, but the total time from engine start to stop is nearly two hours, and 30 liters of fuel.
However, I decided to fly to Santiago for reasons of access. Since now the days are shorter, I decided to fly the shortest route for the East, from the point Echo1 to Echo2. The wind on the runway was Coruña Northwest at 10 knots, which is a considerable headwind that makes you climb like an elevator. And it seems that things would get worse, because my return is expected gusts of 20 knots. Curtis spent about 4,500 feet and within minutes I started to go down Register to 2,500 feet. Since there are about 9 minutes Lavacolla in a westerly direction. I dismiss the Santiago Approach Control and Tower step Lavacolla, which authorizes me to proceed to the traffic circuit for runway 35 right, but not before making a couple of waiting to make way for a plane of Air Berlin, which came on approach.
Lavacolla The track has more than 3,000 meters and tracks such airports with some movement of commercial traffic requiring the pilot flying a light aircraft landing adjust enough to leave the track as soon as possible avoid causing delays in planes waiting for takeoff. For example, entering on runway 35, the first output is more than a mile from the header. That for a light aircraft is a world if you take in the header have to shoot at a very slow speed for at least a kilometer, which will be occupying the track and force commercial traffic to be delayed in takeoff or landing . The best thing to do in these cases is to go higher and landing well past the runway threshold to adjust to the first exit.
After leaving the runway 35 I did something unexpected. Lavacolla tower allowed me to park in the parking standard. The last time I had been there, parked in general aviation now called the P-4, guided by the signalman. However, this time not come any signalman so I went to the park where he had parked the last times. I was surprised to see painted on the ground arcs parking areas for large aircraft. I stopped the engine and soon see the signalman in his "yellow." After a conversation with him, which I thought we both had the same doubts about where to leave the plane, got to let me park there for an hour. Later I discovered that this area is where today parked Air Nostrum CRJ while the general aviation apron was displaced and was known as P-3. If you need to review the updates of the charts!
Just off the plane and walked down the platform between the baggage carousels to the terminal. This is where the driver has to be careful because as being "half air" makes him somewhat confused when moving by land. When I was at school always told me to look for the "C", a sign indicates that this is the crew access to the terminal. I say be careful because as you get into any site without permission you may end up throwing out the dogs. The first thing I did was go to coordination to pay € 4 for landing and parking fees. If we consider the money involved in aviation could say that 4 € are a pittance, but make no mistake; go away without paying and you will turn around in the air. Processed
and paperwork, fees, weather and flight plan back to Coruña, played relax. So within an hour had to take the flight back to Corunna. In the end I was waiting for my girlfriend. We take for lunch one of those expensive snack foods sold in cafeterias airports. For lovers of statistics will tell you that it is cheaper landing and parking in Lavacolla to eat a sandwich with a bottle of water, funny, right?. Fifteen minutes before the scheduled flight headed for the platform to initiate the inspection of the aircraft. In the tanks had fuel for just over two hours of flight so did not need refueling. It was enough to return to Corunna and diverted to an alternate if unable to land at the destino.Me went to the other end of the terminal to a control that says "General aviation crews," where I expected the security personnel. Here begins the real plight of the drivers who have no AENA card. Not only do not know what to do with you but you are questioning. Yet no one ever asked me my pilot's license.
certainly believe that within the whole complexity of the aviation system, safety checks of pilots is one of the unresolved, perhaps a product of an administration that ignores general aviation. It should provide private pilots some identification in order to move through airports and thus facilitate the work of security personnel, at least, paving the way with their kindness. 
However, I decided to fly to Santiago for reasons of access. Since now the days are shorter, I decided to fly the shortest route for the East, from the point Echo1 to Echo2. The wind on the runway was Coruña Northwest at 10 knots, which is a considerable headwind that makes you climb like an elevator. And it seems that things would get worse, because my return is expected gusts of 20 knots. Curtis spent about 4,500 feet and within minutes I started to go down Register to 2,500 feet. Since there are about 9 minutes Lavacolla in a westerly direction. I dismiss the Santiago Approach Control and Tower step Lavacolla, which authorizes me to proceed to the traffic circuit for runway 35 right, but not before making a couple of waiting to make way for a plane of Air Berlin, which came on approach.
Lavacolla After leaving the runway 35 I did something unexpected. Lavacolla tower allowed me to park in the parking standard. The last time I had been there, parked in general aviation now called the P-4, guided by the signalman. However, this time not come any signalman so I went to the park where he had parked the last times. I was surprised to see painted on the ground arcs parking areas for large aircraft. I stopped the engine and soon see the signalman in his "yellow." After a conversation with him, which I thought we both had the same doubts about where to leave the plane, got to let me park there for an hour. Later I discovered that this area is where today parked Air Nostrum CRJ while the general aviation apron was displaced and was known as P-3. If you need to review the updates of the charts!
and paperwork, fees, weather and flight plan back to Coruña, played relax. So within an hour had to take the flight back to Corunna. In the end I was waiting for my girlfriend. We take for lunch one of those expensive snack foods sold in cafeterias airports. For lovers of statistics will tell you that it is cheaper landing and parking in Lavacolla to eat a sandwich with a bottle of water, funny, right?. Fifteen minutes before the scheduled flight headed for the platform to initiate the inspection of the aircraft. In the tanks had fuel for just over two hours of flight so did not need refueling. It was enough to return to Corunna and diverted to an alternate if unable to land at the destino.Me went to the other end of the terminal to a control that says "General aviation crews," where I expected the security personnel. Here begins the real plight of the drivers who have no AENA card. Not only do not know what to do with you but you are questioning. Yet no one ever asked me my pilot's license.
certainly believe that within the whole complexity of the aviation system, safety checks of pilots is one of the unresolved, perhaps a product of an administration that ignores general aviation. It should provide private pilots some identification in order to move through airports and thus facilitate the work of security personnel, at least, paving the way with their kindness.
Friday, September 26, 2008
Has Anyone Had A Miscarriage From Fibroids
Last Tuesday was making spotter in Santiago VOR when I heard on the radio a plane indicative Brujo approaching the runway 35 for shooting and takeoffs. "Witch? I had never heard something. In the distance and the landing lights seemed a MD but what does an MD doing shots and taking off in Santiago? As I have approached four trails of smoke, so it was a four-engined. Airbus A340 A doing shots and taking off? No way. However, there was something that seemed very strange to be an A340, as black smoke of the four trails reminded me the Boeing 707. The unit made the decision, began the takeoff roll and just when it rose again I could see it clearly. B707 was the Air Force!
Wednesday, September 10, 2008
Publix Cream Cheese Recipe
El Brujo "You will remember this day as long as you live "Zero Gravity
"will remember this day for the rest of your life. "It's been seven years since that day. Each one has its own September 11, 2001 in mind. I remember that it was still dark when we reached the airport. remember that the tail of its A320 huge "B" yellow and red backlighting. While waiting to board I went over a steak with normal procedures and emergency situations. I was part of the 22 th Promotion Cabin Crew of a school of TCP's. This morning we traveled to Madrid our first day of practice safety and rescue Iberia. It was near to graduate and that would certainly be a big day for us. In a few months, perhaps weeks, we would be flying half the world. And hopes were dashed in a few seconds, it takes my mind to reflect the images of that day. My particular 11-S began when I saw Edward running towards me. We had already left Iberia hangars and we were in Mar de Cristal. I do not know where he came from, but his eyes widened as if he had seen a ghost I'll never forget the look on his face. "But you've seen what happened?!" . I spoke with who knows what the Pentagon attack, and two planes had crashed into the Twin Towers ... I thought I was telling a version of "Independence Day". Should be some human error, or simply not what was actually happening. It was not until an hour later, at a cafe in Mar de Cristal, of which I still have a paper napkin, when someone mentioned something about seven planes hijacked. My knowledge of aviation did not give a logical response to such disorder, was when I realized that something serious was happening.
"will remember this day for the rest of your life. "It's been seven years since that day. Each one has its own September 11, 2001 in mind. I remember that it was still dark when we reached the airport. remember that the tail of its A320 huge "B" yellow and red backlighting. While waiting to board I went over a steak with normal procedures and emergency situations. I was part of the 22 th Promotion Cabin Crew of a school of TCP's. This morning we traveled to Madrid our first day of practice safety and rescue Iberia. It was near to graduate and that would certainly be a big day for us. In a few months, perhaps weeks, we would be flying half the world. And hopes were dashed in a few seconds, it takes my mind to reflect the images of that day. My particular 11-S began when I saw Edward running towards me. We had already left Iberia hangars and we were in Mar de Cristal. I do not know where he came from, but his eyes widened as if he had seen a ghost I'll never forget the look on his face. "But you've seen what happened?!" . I spoke with who knows what the Pentagon attack, and two planes had crashed into the Twin Towers ... I thought I was telling a version of "Independence Day". Should be some human error, or simply not what was actually happening. It was not until an hour later, at a cafe in Mar de Cristal, of which I still have a paper napkin, when someone mentioned something about seven planes hijacked. My knowledge of aviation did not give a logical response to such disorder, was when I realized that something serious was happening. 
Uniformed and glass gazebo attached to the T2 Barajas, saw the last aircraft arriving daily. I remember there was absolute silence, no one of us said a word. Does finished the day all our dreams? How many of that promotion came to fly? And what will become of aviation from now?. After seven years, sitting at the computer here, I realize how little value they have the answers to these questions. What is important is that, for better or worse, that day helped to write another page in the life of an aviator. "I lived this with all my colleagues, I was there." And for those who were there this post is dedicated.
Monday, September 1, 2008
Muscle Building Drinks Death
had been two weeks since I was flying and "hangover" of all the crap dumped on television about the tragic flight Spanair 5022. Spend some time without flying is bad, but if you have to hold up a plane crash all the time can adversely affect a pilot. It's very serious, it makes you think that one day something might happen up there and if you're really prepared to deal with it. Fortunately, when I walk down the platform and climb into the cockpit you do not really think about it.
On several occasions I have mentioned how much I like flying solo, but this time took the opportunity to bring a colleague. In the background to all the pilots we like to go to people on a plane and teach how the things any of you just getting the bug. In that scant second I have to check the implementation of engine during takeoff take the opportunity to look at their faces and never fails, they all are shocked to see the ground under his feet away, as if they had ever flown. Normally I try to go out with them in the days of "sun and flies" to prevent someone from casting finished breakfast. However, such days of quiet atmosphere not often occur in Galicia. That day was blowing a little wind, but the north and quite noising to the track. After the safety briefing where we say everything we do in case of engine failure on takeoff, we make the checklists and the test motor. Still OK, the tower allows us to align in the track header, now the wind direction is 04. "We're going to move something in the off" - I say to Ramon. Today we will fly to the Marina Lugo, so the output will Coruña airspace by Echo One point I called the checklist before takeoff when the tower gives us permission to leave. "Ready Ramon? Well, we're going." I push the throttle lever to the bottom and check that the anemometer is "alive", the engine still in green and reached 60 knots rotate to go to air. It's true that he was going to move, but less than I expected, really. We arrived at the level of security and then a new checklist, we turned right toward the reservoir Cecebre, flying over its southern part as there is traffic from flying school in the area. On arriving at Echo Point One, call and ask Santiago approach climb to 5,500 feet.
"See that mountain? There is behind Eume Dam." Eume River Dam is one of the most beautiful Galician authentic for being surrounded by cliffs. It seems that the mountains have been cut with a knife, similar to those that exist in the canyons of the Sil. "If you dare, make a sharp turn on it ..." We lined Cape Ortegal to see scattered clouds fall to approximately 2,000 feet below us. Flying above the clouds, near them, is one of the joys of flying. You can see your own shadow reflected in them and surrounded by a circle of colors like a rainbow, a result of the refraction of sunlight on the humidity. It was a perfect day to do what a good friend called "cloud walking", or "walk in the clouds." I remember once that being a friend on his first flight and began to shout as it was impressive. Imagine the face of someone who has never seen the clouds from above ...
Ramon weather the storm well, I decided to do something she had never done with a passenger on board the plane to take zero gravity. The experiment consists of holding a pen with the palm of your hand, make a parabola up to zero gravity and keep the pen floating in the cabin. Ramon is encouraged, although he warned that the move I had never left alone. We adjust our belts, Ramon held the pen. "Just hold it, he will only begin to float." Meto power and describing a parabola ascend until the aircraft no longer has much more energy. Our weight is increased by the g's positive. Just at the vertex of the parabola, where we start to itch to move from positive to negative g's, it rises to the level cero.Y it was: the pen started to float in the cabin for a few seconds. The negative g's are pretty awful, but had experienced before and during the course of acrobatics with the Yak-52. However, feel and see a floating object as if we were impressed enough space. Ramon is hallucinating while looking for the pen, which ended in the back of the cabin, I try to accommodate your feet on the pedals again, because at the moment of the "floating", my legs were raised. No doubt an experience to remember.
clouds prevent us from seeing the coast and we believe that there was nothing else to do. We had flown almost two hours!. The evening was falling and had to return to meet the flight plan 1 hour 45 min we had planned. Upon our arrival we found something in the process commercial traffic at the airport, so had to hurry or we would have to make you wait. The wind was still from the north, although somewhat stronger than when we took off. There was no alternative, had to enter through the 04, something complicated when the north wind is moderate due to orographic turbulence. However, due to commercial traffic that would come in a few minutes, the tower gave us permission to make a "final cortíiiisima", thus avoiding the hill Costa and turbulence. I reckon it was the shortest final approach and exciting I did in my life. Undoubtedly, the icing on a flight suitable for restless spirits.
Saturday, August 30, 2008
Can You Get Alopecia On Chin
NO Telecinco -" Is Turning "
intended with this video? "Burn the face of a crew lost some friends? Such can only be news in some brain rotted @ s who call themselves "journalists" and that do nothing but discredit the true professionals in this sector. "It did not cost anything to change the flight number." If I say that Emilio, I operate the face just so that nobody would recognize me with shame. And the draft journalist who recorded the images along with the rest of the team of this "program", perhaps you would like to know that people working in aviation is antetodo professional, educated to do so and he knows his work, which Today, unfortunately, in your world every time there is less and the clearest evidence of this is this "great video" you have done. Congratulations and keep on contributing to fuck you doing television. 
intended with this video? "Burn the face of a crew lost some friends? Such can only be news in some brain rotted @ s who call themselves "journalists" and that do nothing but discredit the true professionals in this sector. "It did not cost anything to change the flight number." If I say that Emilio, I operate the face just so that nobody would recognize me with shame. And the draft journalist who recorded the images along with the rest of the team of this "program", perhaps you would like to know that people working in aviation is antetodo professional, educated to do so and he knows his work, which Today, unfortunately, in your world every time there is less and the clearest evidence of this is this "great video" you have done. Congratulations and keep on contributing to fuck you doing television.
Saturday, August 23, 2008
Oakley Splice Crowbar
Plane Crash: Reality and Common Sense
When a disaster like that experienced in Barajas everyone wants answers and accountability. To the plight of victims, they seek solace in the media because they are the ones who provide information, not realizing that, taking advantage of his weakness, some media bombard them with junk media confusing further. Already, who accuses Spanair terrorist for killing their loved ones. It's terrible.
I would like to restore the people's memory what happened to the Yak 42 which crashed in Turkey in 2003 killing as many English military. Wanted to do an investigation and identification of bodies so fast that eventually handing the family remains were not those of their loved ones. And in this country do not learn. Is there anyone who is able to explain to these poor victims who have lost their relatives, who are being deceived? Spanair is a party involved in the accident and while there is an investigation Open can not comment publicly on the causes of the accident until the end, unfortunately for victims seeking response. Should not fall into the trap of seeking a quick fix, for all job well done takes time. Otherwise it would be much easier to say that the pilot was flying under the influence of alcohol. At the end of the day, the pilot can no longer defend themselves and thus would have a cause that would explain everything. In short, a delusion for fast relief. We have seen in the accident Paukner and Iberia Flight 610 crashed into Mount Oiz of Bilbao in 1985. Thankfully, sanity prevailed in the end and could not be demonstrated in any such nonsense of the two cases.
Barajas Returning to the accident, I personally do not understand why he paints the government in all this if not for politics of the accident. Imitating a comment for Enrique Piñeyro film director Whiskey Romeo Zulu - I would also say that with the knowledge that the President's Office of Aeronautics is understandable that states that the pilot of Flight JK5022 was "ate "Every track on takeoff. Any pilot knows that a planeload of passengers and fuel, rolling down the runway at Barajas at 2.30pm in the heat of August, need more runway to take off that if used in winter and less weight. But the ordinary citizen does not have to know this, and the comments of the Government can lead people to draw wrong conclusions. Eye, do not say that the government lies, it is among the few who have seen the famous video of AENA, but should not intervene in this as the commission of inquiry to clarify what happened.
The same applies to state funerals to be held for the deceased. Is not this a political trap to get to the casualties on their side? I say this with all due respect to those who have lost someone in the tragedy, but for a moment let us apply common sense. In 2007, died on the roads all less than 2,741 people. TWO THOUSAND SEVEN HUNDRED FORTY ONE PEOPLE! Many of these victims were young people driving under the influence of alcohol, that is not just an accident, it's a stupid way to leave this world. Others, in his recklessness took the lives of many innocent people. This is truly tragic, and we see that the media devote three whole days and talk shows to address how it should improve road safety. I do not see that the Government to state funerals that have been innocently killed because of a drunk driver. Could it be that those who died in a plane have more rights than those killed by accident? And if so, why, if we speak of just 200 people in ten years of aviation, when the traffic accident deaths in the thousands in one year?
When passengers board a plane with a "false" sense of security that makes them contemplate the possibility of error, and when tragedy occurs breaks psychosis. But there are those who cause traffic accidents and continues to work with the same recklessness as usual, without revolutionize a country. And then say nonsense doubt about the professionalism of the pilots who train for years to fly, and whose primary value drivers is security. What may a pilot head feel so pressured by his company decided to risk a suicide off a planeload of passengers? Could it be that someone thinks they are aliens from another world who have no family or children waiting at home? "We need much, but common sense.
I hope this incident will serve to make us think that there is help and inform the families of victims as required, by providing all the support they need, explaining in detail the difficult process ahead of them and isolate them from all media speculation that reality is not distorted in the way it has done with the accident Barajas.
"Two thousand seven hundred forty-one people died in traffic accidents and I do not see the media spend three full days and talk shows to address how they should improve road safety. "
has been more than 10 years since that Paukner accident that killed all occupants of the plane after colliding with a mountain on approach to Melilla. From then until the 20th of August not happened in Spain plane crash of such magnitude. This shows clearly that aviation in our country is safe. And maybe that security and that has been so long that we have confused. Let no one be fooled, because flying is safe but accidents do happen and unfortunately the Barajas is not the last. And for any errors occur because the error is a quality human being, and we can not help it.
When a disaster like that experienced in Barajas everyone wants answers and accountability. To the plight of victims, they seek solace in the media because they are the ones who provide information, not realizing that, taking advantage of his weakness, some media bombard them with junk media confusing further. Already, who accuses Spanair terrorist for killing their loved ones. It's terrible.
The same applies to state funerals to be held for the deceased. Is not this a political trap to get to the casualties on their side? I say this with all due respect to those who have lost someone in the tragedy, but for a moment let us apply common sense. In 2007, died on the roads all less than 2,741 people. TWO THOUSAND SEVEN HUNDRED FORTY ONE PEOPLE! Many of these victims were young people driving under the influence of alcohol, that is not just an accident, it's a stupid way to leave this world. Others, in his recklessness took the lives of many innocent people. This is truly tragic, and we see that the media devote three whole days and talk shows to address how it should improve road safety. I do not see that the Government to state funerals that have been innocently killed because of a drunk driver. Could it be that those who died in a plane have more rights than those killed by accident? And if so, why, if we speak of just 200 people in ten years of aviation, when the traffic accident deaths in the thousands in one year?
I hope this incident will serve to make us think that there is help and inform the families of victims as required, by providing all the support they need, explaining in detail the difficult process ahead of them and isolate them from all media speculation that reality is not distorted in the way it has done with the accident Barajas.
Wednesday, August 20, 2008
Cheap Baton Twirling Costumes
JKK 5022: The Circus of Television
As we all know the story, today I will dedicate myself to make a strong criticism of the media. Since the early hours after the accident, the blast of nonsense in the news outlets not only absolutely absurd but instead of reporting only contribute to further increase confusion and pain of the families of the victims is totally unnecessary.
First I would like to stress that the causes of air accidents occur are many, never a single, and no journalist or pilot nor any company has the ability to say what were the causes of an accident, let alone two hours overdue. For it is the Commission's Air Accident Investigation, part of Civil Aviation under the Ministry of Development.
The MD82 plane crash is manufactured by McDonnell Douglas in the 80 and 90, and has sold thousands of units worldwide. The reason for these airplanes Spanair was replacing old but it was not because compared to the new Airbus, the MD are not profitable in terms of expenditure. If you are unsure as stated in some way, then we can not fly by plane, not because it is an extended plane but because the Jumbos, the rest of the aircraft firm Boeing, Airbus and others have also had accidents in which people have died.
Finally, I would say a commercial airliner does not fall by an engine failure, or by wind gusts that had allegedly Barajas yesterday, and not by the wake turbulence that the plane itself had been an hour earlier in the first abortion-off, which is to be the dumbest thing I have heard in these two days. Everyone is free to speculate what they want, but respect for the families of the victims I would like the media would stop talking nonsense for once and abide by the Civil Aviation reported that they alone have the power to talk about the causes.
First I would like to stress that the causes of air accidents occur are many, never a single, and no journalist or pilot nor any company has the ability to say what were the causes of an accident, let alone two hours overdue. For it is the Commission's Air Accident Investigation, part of Civil Aviation under the Ministry of Development.
Finally, I would say a commercial airliner does not fall by an engine failure, or by wind gusts that had allegedly Barajas yesterday, and not by the wake turbulence that the plane itself had been an hour earlier in the first abortion-off, which is to be the dumbest thing I have heard in these two days. Everyone is free to speculate what they want, but respect for the families of the victims I would like the media would stop talking nonsense for once and abide by the Civil Aviation reported that they alone have the power to talk about the causes.
Sunday, August 10, 2008
Dry White Spots On Dogs Noses
My first flight Ultralight
"[...] the wind in your face, see the whole glass down there without a vacuum that separates you is an immense sensation "
so far, and except for the biplane Bücker, everything that had flown aircraft cabin were closed. The ultralight always caught my attention, perhaps because I am one of those nostalgic pilots who enjoy flying "real" or maybe because I simply I would like to fly and even a broom.
As you can see from the photo, the cabin of Tango is not a luxury, but not deceived, if you take away the skin to a general aviation unit will see the same thing. I am struck to see the tires Fuel coming out of the bottles subject to the tubes that make up the carrier. Is narrow but quite comfortable, with seats angled slightly backward, equipped with shoulder harnesses and waist. The carrier is fairing on the front and open at the sides. The instrumentation is quite simple, an anemometer in km / h, an altimeter in meters, tachometers, fuel gauges, switches cut two magnets and a button that activates the starter motor. The controls are duplicated, along with power control. The brake is operated from the hand of the commander.
align at the top, do a quick check of instruments and a briefing. I put the engine at 6,000 rpm and rushed through the grass track Fervenza. John, my instructor, pull the lever and go to air. I admit I slept on my first takeoff, used to other aircraft in which one is checking the engine and speed, in a microlight happens very fast. You put power and in just 4 seconds and you're in the air. Now I try to maintain 80km / h during the climb, but my eyes are inevitably out. How wonderful! It is complicated to explain what you feel the wind in your face, see everything down there without a glass separates you from the vacuum is a great feeling. I have to say that fly over the Fervenza Reservoir is gorgeous with all those islands in the middle. Juan beckons me to reduce to 5,000 rpm and turn over the lake. I look back on my right and see the wing pointing downward, the sensation of vertigo is void, even given the impression that you're going to fall into the void. 
Juan instructs me to do traffic circuit and takes off. After a couple of turns and I'm doing with the Tango. Short at 4,000 rpm and start holding down the 80km / h the anemometer. Viro to end at a height that seems more or less adequate. However, the Tango has a glide slope somewhat steeper than normal sport aviation aircraft. Plans, and take on a very small space, but does not travel horizontally as well as other aircraft. I adjusted the alignment to the engine and the speed with the elevator, always at 80km / h. The Tango is very low, you could say that you take your ass land almost flat on the floor, and references are deceiving. Think you're going to take and you're still a tad high when you pull the lever. Me under a balloon in the head, although not very pronounced, we have plenty of speed so a little peak and return to pull gently. John was assisting in the making, because here's another great difficulty, used to correct the runway with the pedals, I did not realize that the nose wheel is still in the air and has no effect on the ground. John pushes the lever forward to touch the door, and I, in the midst of a smile not to have realized that stupid detail, correct shaft, and once stabilized, I put in power again. Four seconds and the ground is down there again. It's amazing how little space that runs to take off.
The second circuit and was much better, although I am so impressed by the sense of "free flight" which gives a apparatus of this type do not go yet before the plane as I wish. The approach was much more stabilized than the first and making quite soft, this time without balloons. John applies brakes and go to the apron. But how?! That's it?! No doubt the 20 minutes that I should be up there I missed a few seconds.
I hope soon to tell more stories "of tubing and fabric."
so far, and except for the biplane Bücker, everything that had flown aircraft cabin were closed. The ultralight always caught my attention, perhaps because I am one of those nostalgic pilots who enjoy flying "real" or maybe because I simply I would like to fly and even a broom.
Thanks to some friends back onto the Tango could have two axles and try the wonders of this new aviation unknown to me. Technically always considered the ultralights as "inferior" to the flight of the aircraft misnamed. Nothing is further from the truth. I do not mean to be difficult to fly, but it's another world in some technical aspects that need to change the chip.
As you can see from the photo, the cabin of Tango is not a luxury, but not deceived, if you take away the skin to a general aviation unit will see the same thing. I am struck to see the tires Fuel coming out of the bottles subject to the tubes that make up the carrier. Is narrow but quite comfortable, with seats angled slightly backward, equipped with shoulder harnesses and waist. The carrier is fairing on the front and open at the sides. The instrumentation is quite simple, an anemometer in km / h, an altimeter in meters, tachometers, fuel gauges, switches cut two magnets and a button that activates the starter motor. The controls are duplicated, along with power control. The brake is operated from the hand of the commander. The launch is quieter than I expected, even I have to say that the wind of the propeller just upset despite having fairly close to us in the top front of the wing. The shooting is just like a normal plane, ie with the pedals. However, the tango has a different characteristic to the other aircraft I've flown, is two axes, ie, has no wings. The warping is done using the rudder, which is moved by the lever as if it were the normal roll control. It is just this point where the pilot used to flying three-axis aircraft have to change the chip. Put the right foot at takeoff to compensate for torque effect is useless. In Tango, your feet become your hands. And do not believe that it is simple catch it at first, especially in the shots.
Juan instructs me to do traffic circuit and takes off. After a couple of turns and I'm doing with the Tango. Short at 4,000 rpm and start holding down the 80km / h the anemometer. Viro to end at a height that seems more or less adequate. However, the Tango has a glide slope somewhat steeper than normal sport aviation aircraft. Plans, and take on a very small space, but does not travel horizontally as well as other aircraft. I adjusted the alignment to the engine and the speed with the elevator, always at 80km / h. The Tango is very low, you could say that you take your ass land almost flat on the floor, and references are deceiving. Think you're going to take and you're still a tad high when you pull the lever. Me under a balloon in the head, although not very pronounced, we have plenty of speed so a little peak and return to pull gently. John was assisting in the making, because here's another great difficulty, used to correct the runway with the pedals, I did not realize that the nose wheel is still in the air and has no effect on the ground. John pushes the lever forward to touch the door, and I, in the midst of a smile not to have realized that stupid detail, correct shaft, and once stabilized, I put in power again. Four seconds and the ground is down there again. It's amazing how little space that runs to take off. 
The second circuit and was much better, although I am so impressed by the sense of "free flight" which gives a apparatus of this type do not go yet before the plane as I wish. The approach was much more stabilized than the first and making quite soft, this time without balloons. John applies brakes and go to the apron. But how?! That's it?! No doubt the 20 minutes that I should be up there I missed a few seconds. In short, it looks like the stunt in one respect: once you try two things can happen, or reject it completely, or engages you while you do not stop until you try it again. Although very limited equipment and perhaps the aesthetic aspect is not very attractive, the sensation of flying outdoor offering is indescribable. Yes ... always with great head, because despite the appearance of "toy", they are not at all.
I hope soon to tell more stories "of tubing and fabric."
Friday, August 8, 2008
Replacement Light For Outdoor Santa
Mach 1, The Sound Barrier
Fifty years later, Chuck Yeager, described the scene as if it had never taken off and Tom Wolfe as though it never landed. In the third rock from the sun, the sky is still a mysterious barrier. 
In the high desert of Mojave there is nothing but dust, fossils, petrified cactus branches, sand storms that cross the air to 42 degrees. In winter, the rains are some pools that appear faint in the curved worms, shrimp-like. Gulls come from the ocean to devour. The Mojave looks like a landscape of ancient geological era. Also is the best runway in the world. In March, any remaining moisture evaporates and vastness that takes a firm surface and polished.
Sixty years ago, two small sheds, a gas station and the canteen of a tanned woman wearing the paradoxical name of Pancho Barnes, formed Muroc Air Base. The pilots had a salary of $ 283 per month and living in bungalows with wire mesh doors battered by freezing winds that night.
The base offered refuge to the test drivers. The aircraft was then a rustic pioneer company and the new invention, a junk lot simple. The X-1 was very small and thin wings, the ship followed the contours of a .50, but looked more like a sausage compact, and the door was identical to the openings to the dogs in the webs of wire. The X-1 was designed to achieve the speed known as Mach 1 (in honor of Ernst Mach sonic research), ie, to break the sound barrier . Some physicists thought that the barrier was a real physical limit and that nothing would come out unscathed from the impact sound. In 1946, Geoffrey de Havilland, son of the famous aeronautical engineer, tried to make the DH 108 was designed by his father arrived Mach 1. The plane and pilot were disintegrated in the attempt. `` The sound barrier was that you could buy a ranch in the sky,''Tom Wolfe wrote in an exceptional non-fiction novel The Right Stuff .
designated driver to crew the X-1 was Slick Goodlin, a cold-blooded man who asked for $ 150 000 out shot the lapis sky. Muroc base was barely money for fuel and eyes turned to a man without imagination to the danger, who spoke broken English and archaic of the Appalachian Mountains and at 18 had changed the overalls by driller uniform pilot: Chuck Yeager.
Sixty years after his suicide flight, Yeager is still unable to see them as little bias as epic. `` Somebody had to do the job,''said before the television interviewers perplexed hope the retired general, who at 74 years continues to fly for pleasure, unravel the mystery of heroism.
Yeager is a kind of magnificent air plumber. Find holes, clean the area, draws an evacuation route. Their responses are those of a craftsman able to see that is about all turns to shit.
At 22, Chuck Yeager participated in the second World War, was wounded in combat and shot down 13 aircraft. At age 24, was ready to fly towards its own annihilation. The only problem is that there was no way to stop it. In its first flights with the X-1 reached Mach 0.9 and 0 0 85 without permission from the base. The final flight was ahead for Tuesday October 14, 1947.
Sunday Yeager got drunk as usual in the canteen of Pancho Barnes and climbed on a horse to graze armadillos in the light of the moon. Fell somewhere in the desert and broke two ribs.
on Tuesday was in the cabin of the X-1, smearing shampoo on board controls to prevent freezing in height, with two broken ribs and a parachute which only served as a mattress. It was hard to reach the door and took a broom to help. Under these conditions up to the sky and produced the sound of which was the first out. `` When the speed reached Mach 1.05-Tom Wolfe writes, "Yeager had the sensation of exceeding the ceiling of the sky. The air took on a deep purple hue and all the stars and the moon came out suddenly, and the sun shone at the same time. Had reached a layer of the upper atmosphere where the air is too thin to contain reflective particles. I was just watching the space. The X-1 approached the top of His ascension and we had seven minutes ... Paradise Flyer. Was faster than any other man in history, everything was almost silent up there, he had exhausted his supply of fuel and was so high in a space so vast that there was little notion of movement. He was master of the sky. It was the loneliness of a king, unique and inviolable, the dome of the world. It would take seven minutes to redirect the path and go down to Muroc.''
Tuesday, July 29, 2008
Brent Corrigan Y Brent Everett School
The reason for this post is none other than my surprise at a report by BBC1 aired yesterday in which they recreated the crash of an ultralight pilot. The unit became lost and the pilot was unable to recover the plane. He later described his attempted recovery maneuver as "put the engine at full power and pulled the lever." I would put this as an example of what NOT to do ever. For those who are not clear what this is going to explain what it means to "stall." The loss, which refers to the loss of lift or "stall" English is a phenomenon that occurs in the aircraft when the wing exceeds a certain angle (called the attack) and stop the air flow through it properly, forming a turbulence on the upper surface of the wing, making it less the lift force that keeps it in the air, the consequence is that the plane stops flying and falls.
If you were to produce a stall there is a principle of action common to all aircraft in the world, big, small etc. This principle of action is none other than to cut power and focus controls. Cut power when the plane falls may seem a contradiction, however nothing is further from the truth. The aircraft, especially those having a single engine gyroscopic effect caused by the movement of the propeller, causing the plane tends to turn on itself to the opposite side in which the propeller rotates. This effect is greater the more power you apply it to the engine. The unadjusted stall the plane takes time to fall "curling" on itself in a spiral, is called spin. Adding power thinking it will save us, all you get is to increase the gyroscopic effect and thus further accuse the spiral, making it practically impossible to recover the plane. Therefore it is necessary to cut all the engine power to nullify that effect.
The other point is to focus the controls. During a loss we will run out of aileron control, as we have said that the loss occurs because the air does not flow properly through the wing, so the effect of the ailerons is zero. However, it is necessary to focus the controls to ensure they are not pulling the lever and the other surfaces are kept in the aero position. Pull the lever means increasing the angle of attack, so we'll be getting the plane loss continuously. Following these two steps, stop rotating the plane only. How long this takes depends on the stability of the aircraft. If it is an unstable aircraft like a fighter or a stunt plane, we may need to use the opposite foot to stop rotation before.
After stopping the rotation and have resolved much of the problem. But we have one that is leveling the plane again, and this is where many pilots were killed. If we have entered into a spin is very likely that we stopped the rotation with the plane inverted. Perhaps the rush to see again the horizon level do we make the huge mistake to pull the lever to raise. This should never be done. After stopping the rotation, the first thing to do is look out. If you're upside down is much easier to implement spoiler and make a half roll, and then pull to level always making sure we have enough speed and not will put the plane and another loss could be fatal. And finally, will put new engine.
However, we know very well that it is necessary to have another key factor in our favor
HEIGHT
.
Here you have a couple of very informative videos.
Monday, July 21, 2008
Gay Cruising Techniques
Loss Vigo Airshow 2008
Festival Vigo air is now undoubtedly one of the most important aviation events worldwide. Not only known for its coastal location, right on the beach, but for its great variety, organization and number of visitors.
The 2008 edition again surprised. More than 200,000 people gathered on the beach at Samil from 9.30 am to enjoy the performances of classics such as air Piper Colt, the Chipmunk and Stearman who inaugurated the conference.
After them came the Yakovlev aerobatic team of 52 Milano, and Castor Fantoba with Sukhoi to put us all goose bumps with their spectacular maneuvers in the sky. A ship invades the exhibition area and immediately see the helicopter Fishing 1 to get a demonstration of rescue at sea where it became clear the vast expertise and coordination of the entire crew of Pesca 1.
Without giving demonstrations on the sea, a CL-415 43 Group of fire showed up on the beach of Samil for what was undoubtedly one of the best shows throughout the festival. The crowd stood amazed at the maneuverability of the CL-415, not only in air but also in the ditching operations, loading and discharge of water into the sea, demonstrating the great capacity of this aircraft for this type of work.
Turning now to the group of the festival, two A-10 from Germany flew overhead, along with an F-18 Hornet the English Army and a Eurofighter . And this year's premiere, the jewel of the festival, a B1 bomber !. No doubt a real treat for our eyes and they seldom have the opportunity to see a B1 flying ahead of us.
also starred in this block Culebra Patrol with Fantoba and Verlarde as actors, beautiful drawing in the sky, and the always spectacular patrols " handles" and Rotors with Portugal Allouette and ASPA, the helicopter aerobatic team of the English Air Force.
And since not everything could be wings in this festival, the sky fell Paragliders group Air Force and Patrol PAPEA ALAS. Highlighting the great skill shown by these great professional divers who had to face a very windy day, which did not prevent nail all their maneuvers.
To close the festival, once again, as always spectacular, the Eagle Patrol . A perfect performance of this patrol as usual people rose from their seats. Surely a 10 for these professionals, who for nearly half an hour we were speechless, without "dead time" between maneuvers and speaker narrates a very clear and precise.
And finally, from here I send a big hug to the organization of the festival and all the staff for their efficient and orderly work, at the height of an international festival, because we are well aware that such events will not performed alone and needed the work of a year so that everything goes as expected. No doubt the Vigo Airshow is a great example to follow, not only nationally but also internationally.
Festival Vigo air is now undoubtedly one of the most important aviation events worldwide. Not only known for its coastal location, right on the beach, but for its great variety, organization and number of visitors.
The 2008 edition again surprised. More than 200,000 people gathered on the beach at Samil from 9.30 am to enjoy the performances of classics such as air Piper Colt, the Chipmunk and Stearman who inaugurated the conference.
After them came the Yakovlev aerobatic team of 52 Milano, and Castor Fantoba with Sukhoi to put us all goose bumps with their spectacular maneuvers in the sky. A ship invades the exhibition area and immediately see the helicopter Fishing 1 to get a demonstration of rescue at sea where it became clear the vast expertise and coordination of the entire crew of Pesca 1.
Turning now to the group of the festival, two A-10 from Germany flew overhead, along with an F-18 Hornet the English Army and a Eurofighter . And this year's premiere, the jewel of the festival, a B1 bomber !. No doubt a real treat for our eyes and they seldom have the opportunity to see a B1 flying ahead of us.
And since not everything could be wings in this festival, the sky fell Paragliders group Air Force and Patrol PAPEA ALAS. Highlighting the great skill shown by these great professional divers who had to face a very windy day, which did not prevent nail all their maneuvers.
To close the festival, once again, as always spectacular, the Eagle Patrol . A perfect performance of this patrol as usual people rose from their seats. Surely a 10 for these professionals, who for nearly half an hour we were speechless, without "dead time" between maneuvers and speaker narrates a very clear and precise. And finally, from here I send a big hug to the organization of the festival and all the staff for their efficient and orderly work, at the height of an international festival, because we are well aware that such events will not performed alone and needed the work of a year so that everything goes as expected. No doubt the Vigo Airshow is a great example to follow, not only nationally but also internationally.
Air Festival de Vigo, on Youtube Tv Caixanova
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