Obama's Cool is Starting to Melt.

[Galloism]

G's? If you're seriously asking what G's are, I'm calling the JAA and having them take your license away.

Aircraft.

It's an Extra 300L. 300hp engine, ~1600 pounds was our gross takeoff weight if memory serves. Of course, I think it could take up to like 2200, but then we wouldn't be the aerobatic category anymore and couldn't go batshit insane in the air.

[Fartsniffage]

It's an Extra 300L. 300hp engine, ~1600 pounds was our gross takeoff weight if memory serves. Of course, I think it could take up to like 2200, but then we wouldn't be the aerobatic category anymore and couldn't go batshit insane in the air.

Improved ailerons boost the 300L's roll rate to 400 degrees per second?

Why don't your brains come out of your ears? I second Wilgrove, I wanna go.

Edit: I amended my last post to include quite a cool boast.

[Galloism]

It's an Extra 300L. 300hp engine, ~1600 pounds was our gross takeoff weight if memory serves. Of course, I think it could take up to like 2200, but then we wouldn't be the aerobatic category anymore and couldn't go batshit insane in the air.

Improved ailerons boost the 300L's roll rate to 400 degrees per second?

Why don't your brains come out of your ears? I second Wilgrove, I wanna go.

At full deflection, it can move around its longitudinal axis at 360 degrees per second, and its lateral axis 90 degrees per second. It's one hell of an airplane. I did an 8G turn with it, and had to ease up, because I was starting to lose it (and plus it felt like my eyes were going to the back of my head, and it's very hard to fly with your eyes that way). Then, after a moment to breathe, I did a 5G inverted pullup from a dive. That was a whole different feeling.

[Les Drapeaux Brulants]

Well I did a 9G turn, started to lose it, so I eased up on the controls. Up until that point, it felt like my eyes were going into the back of my head.

At full deflection, it can move around its longitudinal axis at 360 degrees per second, and its lateral axis 90 degrees per second. It's one hell of an airplane. I did an 8G turn with it, and had to ease up, because I was starting to lose it (and plus it felt like my eyes were going to the back of my head, and it's very hard to fly with your eyes that way). Then, after a moment to breathe, I did a 5G inverted pullup from a dive. That was a whole different feeling.

Did you do that at one of those "fighter" academies?

[Galloism]

At full deflection, it can move around its longitudinal axis at 360 degrees per second, and its lateral axis 90 degrees per second. It's one hell of an airplane. I did an 8G turn with it, and had to ease up, because I was starting to lose it (and plus it felt like my eyes were going to the back of my head, and it's very hard to fly with your eyes that way). Then, after a moment to breathe, I did a 5G inverted pullup from a dive. That was a whole different feeling.

Did you do that at one of those "fighter" academies?

No, that's just the airplane they used for spin training for flight instructors.

[Buffett and Colbert]

And what is your point, exactly?

So you know, despite what the Daily Show says, Obama isn't a magical god that is perfect (and can summon nature at his will).

[Les Drapeaux Brulants]

At full deflection, it can move around its longitudinal axis at 360 degrees per second, and its lateral axis 90 degrees per second. It's one hell of an airplane. I did an 8G turn with it, and had to ease up, because I was starting to lose it (and plus it felt like my eyes were going to the back of my head, and it's very hard to fly with your eyes that way). Then, after a moment to breathe, I did a 5G inverted pullup from a dive. That was a whole different feeling.

Did you do that at one of those "fighter" academies?

No, that's just the airplane they used for spin training for flight instructors.

Sounds like much more fun than doing spins in a C-150. Then again, where I did my PPL, there just weren't that many exotic aircraft on the ramp. We had a guy with a AT-6 and that was probably the coolest plane out there.

[Galloism]

Sounds like much more fun than doing spins in a C-150. Then again, where I did my PPL, there just weren't that many exotic aircraft on the ramp. We had a guy with a AT-6 and that was probably the coolest plane out there.

I don't think a 150 is certificated to do intentional spins. I know the 172 is, but the RG model isn't.

And, if you have a PPL, you shouldn't have had to practice spins anyway. Incidentally, if he put you in a spin as a private pilot student, and you weren't wearing a parachute, he broke the law.

FYI.

[Les Drapeaux Brulants]

Sounds like much more fun than doing spins in a C-150. Then again, where I did my PPL, there just weren't that many exotic aircraft on the ramp. We had a guy with a AT-6 and that was probably the coolest plane out there.

I don't think a 150 is certificated to do intentional spins. I know the 172 is, but the RG model isn't.

And, if you have a PPL, you shouldn't have had to practice spins anyway. Incidentally, if he put you in a spin as a private pilot student, and you weren't wearing a parachute, he broke the law.

FYI.

To begin with, it was back in the '70s, so full stalls were still required. Spins seemed like a natural extension of the lesson. I'm pretty sure that the reason we did spins in the 150 was because the PA-140s were not certificated for them. I don't know whether the cert was revoked after that.

As far as acrobatic flying, maybe we did break the law, but I doubt it. The IP was a pretty conscientious guy. I think there was an exemption for stall/spin training, back then.

[Galloism]

Sounds like much more fun than doing spins in a C-150. Then again, where I did my PPL, there just weren't that many exotic aircraft on the ramp. We had a guy with a AT-6 and that was probably the coolest plane out there.

I don't think a 150 is certificated to do intentional spins. I know the 172 is, but the RG model isn't.

And, if you have a PPL, you shouldn't have had to practice spins anyway. Incidentally, if he put you in a spin as a private pilot student, and you weren't wearing a parachute, he broke the law.

FYI.

To begin with, it was back in the '70s, so full stalls were still required. Spins seemed like a natural extension of the lesson. I'm pretty sure that the reason we did spins in the 150 was because the PA-140s were not certificated for them. I don't know whether the cert was revoked after that.

As far as acrobatic flying, maybe we did break the law, but I doubt it. The IP was a pretty conscientious guy. I think there was an exemption for stall/spin training, back then.

That's possible. The regulations change every year. I actually know that spins used to be required for commercial students, but not anymore. It's only required for flight instructors as of current regulation.

Interestingly, the law on aerobatic maneuvers is as follows:

"(c) Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds --

(1) A bank of 60 degrees relative to the horizon; or

(2) A nose-up or nose-down attitude of 30 degrees relative to the horizon.

(d) Paragraph (c) of this section does not apply to --

(1) Flight tests for pilot certification or rating; or

(2) Spins and other flight maneuvers required by the regulations for any certificate or rating when given by --

(i) A certificated flight instructor; or

(ii) An airline transport pilot instructing in accordance with §61.67 of this chapter.

Therefore, if spins were required as a private pilot to learn back then, then you were within regulations not to wear a parachute. If they weren't, he broke regulations.

[Wilgrove]

My instructor did spin in the PA-180, and I'm glad he did, because if I ever found myself in that unlikely situation (once again, not trying to be a barn stormer lol), I know how to get out of it and how to keep it from going into a stall. Honestly I think spin should be part of the PPL Curriculum.

[Galloism]

My instructor did spin in the PA-180, and I'm glad he did, because if I ever found myself in that unlikely situation (once again, not trying to be a barn stormer lol), I know how to get out of it and how to keep it from going into a stall. Honestly I think spin should be part of the PPL Curriculum.

Wait!

Backup. You can't spin if you're not already stalled.

[Wilgrove]

My instructor did spin in the PA-180, and I'm glad he did, because if I ever found myself in that unlikely situation (once again, not trying to be a barn stormer lol), I know how to get out of it and how to keep it from going into a stall. Honestly I think spin should be part of the PPL Curriculum.

Wait!

Backup. You can't spin if you're not already stalled.

True, but that doesn't mean that you can't indavertly get yourself into another stall if you don't change your aircraft's condition.

[Galloism]

My instructor did spin in the PA-180, and I'm glad he did, because if I ever found myself in that unlikely situation (once again, not trying to be a barn stormer lol), I know how to get out of it and how to keep it from going into a stall. Honestly I think spin should be part of the PPL Curriculum.

Wait!

Backup. You can't spin if you're not already stalled.

True, but that doesn't mean that you can't indavertly get yourself into another stall if you don't change your aircraft's condition.

Of course, and what would this be called if you did? (now we'll see if your instructor did a good job)

[Layarteb]

The Glorious Leader Obamarama will declare that all opinion polls are false and not factual and therefore will be censored. All hail!

[Phenia]

The Glorious Leader Obamarama will declare that all opinion polls are false and not factual and therefore will be censored. All hail!

Yeah that's totally plausible and not at all a paranoid wingnut's wet dream strawman.

[Les Drapeaux Brulants]

Of course, and what would this be called if you did? (now we'll see if your instructor did a good job)

Gallo, ask Wil to explain magnetos sometime... Follow up with why the engine won't fail if the battery dies.

[Galloism]

Of course, and what would this be called if you did? (now we'll see if your instructor did a good job)

Gallo, ask Wil to explain magnetos sometime...

Like, purpose, function, or the exact mechanical construction?

I could only explain two of those three myself.

[Les Drapeaux Brulants]

Of course, and what would this be called if you did? (now we'll see if your instructor did a good job)

Gallo, ask Wil to explain magnetos sometime...

Like, purpose, function, or the exact mechanical construction?

I could only explain two of those three myself.

There was a funny series on Jolt, where Wil explained how he narrowly avoided engine failure when his battery started to die. As far as explaining, what should a private pilot know about mags?

[Galloism]

There was a funny series on Jolt, where Wil explained how he narrowly avoided engine failure when his battery started to die. As far as explaining, what should a private pilot know about mags?

Hmm, what they do, under what conditions they will continue to function, how many there are in that particular aircraft, why that many, how many hours between needed refurbishment (or replacement), and any ADs that might be against them.

I don't feel the exact mechanical function down to the nitty gritty is really needed.

[Les Drapeaux Brulants]

There was a funny series on Jolt, where Wil explained how he narrowly avoided engine failure when his battery started to die. As far as explaining, what should a private pilot know about mags?

Hmm, what they do, under what conditions they will continue to function, how many there are in that particular aircraft, why that many, how many hours between needed refurbishment (or replacement), and any ADs that might be against them.

I don't feel the exact mechanical function down to the nitty gritty is really needed.

You're being evasive. A PPL should know that he checks them on the ground, what the RPM drop should be between L/R/Both, and that magnetos don't require a battery to function, i.e. that's why an airplane engine doesn't depend on a battery to continue running. Anything else is in the realm of owner-mechanic.

[Wilgrove]

There was a funny series on Jolt, where Wil explained how he narrowly avoided engine failure when his battery started to die. As far as explaining, what should a private pilot know about mags?

I don't think I actually had a situation like that. I think that you're talking about was the time that the Alternator belt was broken, and we had enough battery power to start up the aircraft, and to take a short hop for KJQF to KEQY to the school's repair shop. Battery power is needed to at least get the aircraft started.

As for the Mags, they are a primary ignition system for the aircraft. On a 4 cylinder internal combustion engine, they provide the spark for the two spark plugs per cylinder. There are two mags, and two sparks plugs per cylinder to provide boost in performance, and to provide redundancy. Because if one mags happen to fail, then all 4 cylinders are still firing, you just lost power.

[Wilgrove]

Of course, and what would this be called if you did? (now we'll see if your instructor did a good job)

Very poor pilotage if you don't clean up your aircraft's configuration after pulling out of a spin so that you can get back into straight and level flight.

[Les Drapeaux Brulants]

There was a funny series on Jolt, where Wil explained how he narrowly avoided engine failure when his battery started to die. As far as explaining, what should a private pilot know about mags?

I don't think I actually had a situation like that. I think that you're talking about was the time that the Alternator belt was broken, and we had enough battery power to start up the aircraft, and to take a short hop for KJQF to KEQY to the school's repair shop. Battery power is needed to at least get the aircraft started.

As for the Mags, they are a primary ignition system for the aircraft. On a 4 cylinder internal combustion engine, they provide the spark for the two spark plugs per cylinder. There are two mags, and two sparks plugs per cylinder to provide boost in performance, and to provide redundancy. Because if one mags happen to fail, then all 4 cylinders are still firing, you just lost power.

Isn't it awful when you have to eat your words?
"That is true, I am Thankful that the battery held out until we landed. God if we were up there and the battery gave out, then the engine would've given out as well, and that would've turn a bad situation into a worse one."
http://forums.joltonline.com/showpost.php?p=13065771&postcount=3
Glad to see you've been re-educated.

[Galloism]

There was a funny series on Jolt, where Wil explained how he narrowly avoided engine failure when his battery started to die. As far as explaining, what should a private pilot know about mags?

Hmm, what they do, under what conditions they will continue to function, how many there are in that particular aircraft, why that many, how many hours between needed refurbishment (or replacement), and any ADs that might be against them.

I don't feel the exact mechanical function down to the nitty gritty is really needed.

You're being evasive. A PPL should know that he checks them on the ground, what the RPM drop should be between L/R/Both, and that magnetos don't require a battery to function, i.e. that's why an airplane engine doesn't depend on a battery to continue running. Anything else is in the realm of owner-mechanic.

Ah yes, I forgot how to check them. That's extremely important.

And yes, he does need to know whether his mags are still valid or not. "The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft."

That means if you fly and you haven't checked to make sure your aircraft is airworthy, then that's your fault. It's also the owner's fault, but it still rests with you as well as pilot-in-command. Interestingly, the FAR never uses the term "Owner" by itself anywhere in it to my knowledge. It uses the term "Owner/operator" a lot. To "Operate" is defined in 1.1 as: "with respect to aircraft, means use, cause to use or authorize to use aircraft, for the purpose (except as provided in §91.13 of this chapter) of air navigation including the piloting of aircraft, with or without the right of legal control (as owner, lessee, or otherwise)."

That means you.