Sent to us by one of the FSDO guys.
Pilot: "Hey Joe, what is that rattling noise"
Joe: "What noise?"
OOPS!
That just a time saver in my book. No more having to move luggage out from on top of the puller. to back the plane back into its tiedown. If i could find a way to bungie mine up during flight i would.
How about the guy who took off with a tie down rope attached to a tire.....
Man I hate to see what happens on landings.
I saw this in AvWeb... I kept wondering how one misses a big piece of metal during the walk-around?
I was wondering how you could miss the awful noise it must make while you're taxiing and during the takeoff roll...
That's not one of the planes at our FBO. Don't recognize the tail number. Per the FAA database, it's a 172R based in Kane County to DRH AIRCRAFT LLC. We're where DuPage and Will Counties meet. We have only one 172R at our FBO, N72662.Grant isn't that the guy down your way?
At an FBO where I took training, they tie the planes to concrete blocks.
You know, I have always wondered about the concrete block thing. Does that really do anything? I always figured the kind of things you were protecting against would not be prevented by something the size of a concrete block. Seems like kind of minimal protection to me.
Judd
I saw this in AvWeb... I kept wondering how one misses a big piece of metal during the walk-around? I do the normal pre-flight inspection, then I walk around and collect the fuel samples. If it needs oil, I'll be walking around it again. But, before I climb in I'll walk around both sides a final time for a quick looksee. When I pull the step stool out for the fuel tanks, I'll leave the baggage door hanging open as a reminder. One of the things I see as I put it away... the tow bar. I'm confused!
More likely, just not paying attention to abnormal noises.Bose?
Hasn't anybody taught you how to jump chocks yet?Mistakes happen. I've never forgotten one of those on before but I will admit I have tried to taxi away with the nose wheel chock still in place.
A block is worthless.
I don't think any POH addresses W&B calculations on the longitudinal axis!That won't do anything useful to the weight and balance!
When I think about it, I know balance is part of the importance of moving fuel between tanks on an airliner as well as using a clock to burn evenly from both wings on a small plane. But, I wonder how much difference there has to be for it to become critical.
The one for the helicopter I learned in did.I don't think any POH addresses W&B calculations on the longitudinal axis!
I don't think any POH addresses W&B calculations on the longitudinal axis!
About 37% higher than the VL-factor is about the lower end of the critical threshold. 48% and it's good night.
What's a VL factor? How does it relate to lateral w&b?
Real nice, jesse, real nice. I don't know what VL factor means either, and I've been flying and teaching over 40 years. I will never know it all.Uhh..and you call yourself a pilot?
What's a VL factor? How does it relate to lateral w&b?
VL-Factor is essentially a relative measurement between the center of lift in relation to the center of gravity taking in account the wing area and absolute loading. I suggest that you read some advanced aero theory material.Come on Mr. "Technical Mind," what is it?
jeeze, everybody knows VL Factor. It is clearly explained on page 160 of this link...Come on Mr. "Technical Mind," what is it?
I suggest that you read some advanced aero theory material.
Most wings are. A little bit of ice brings out their other side.So, according to one dataset, the wing is potentially bi-polar? I didn't know AMT's had to deal with psychology!
Touché!Most wings are. A little bit of ice brings out their other side.
VL-Factor is essentially a relative measurement between the center of lift in relation to the center of gravity taking in account the wing area and absolute loading. I suggest that you read some advanced aero theory material.