A day when just about everything that could go wrong, went wrong. However, I kept calm and flew the plane and made rational decisions.
This flight took place in the early 1990s. I was flying a Piper Arrow for a local car dealer. The aircraft was equipped with dual King KX165 NAV/COM radios and a KNS 80 RNAV. This was a few years prior to GPS making its way to general aviation aircraft. On this particular morning we were flying from Montgomery County Airpark KGAI to Lancaster Airport KLNS, a route that I did two or three times a week for this company.
We had planned for a 7 AM departure however the night before we had a few inches of snow and with rising temperatures in the morning we had thick fog. Low IFR everywhere. Our departure was delayed while we waited for the ceilings to lift. The entire mid Atlantic region was covered with fog and low IFR conditions. The low IFR/fog was so widespread, that I had a hard time finding a legal alternate within my fuel range. This is a disadvantage of needing to file an alternate, you need to have enough fuel to get to the alternate.
Once the ceilings started lifting towards the minimum for the ILS at Lancaster, we decided to launch. One last check of the weather showed signs that the ceilings around us were also on the rise and the forecast was calling for higher ceilings as well. So off we went. Shortly after be handed off the Harrisburg Approach we were informed that the weather went below minimums (bad thing #1) at KLNS and also that the glideslope had just been NOTAMed out of service (bad thing #2). Click here for an article I wrote regarding how to spot a glideslope failure. At the time, the KLNS ILS had a 200 foot decision height. This was prior to the era of XM weather and satellite weather, so I had to leave the approach frequency and contact flight service to get an update on the weather at my alternate. Flight Service informed me that my alternate was below minimums and in fact, most of the area was showing 100 foot ceilings or less (bad thing #3). So I simply throttled back to give myself some time to think about my options.
Basically I had no where to go that I could land (legally). This is a rare occurrence, however it can happen. Nothing within my fuel range was above the landing minimums. My best option was KLNS. I had been flying there two or three times a week for several years. I was very comfortable and familiar with the airport. Another thing on my side was that I had over 700 hours in the Piper Arrow that I was flying that day. I could have held somewhere to wait and see if the weather improved. I decided against that because what if the ceilings and visibility got worst.
My plan was to shoot the localizer approach and at the MDA I would just set up a descent in the landing attitude (like a glassy water landing in a seaplane) and just fly down to the runway. I knew the power setting and rate of descent that kept me on the glide slope, so with some slight adjustments, I set up for a glassy water landing (so to speak). As long as I kept the rate of descent that I normally saw on an ILS, I should land close to the landing threshold. The runway was almost 7,000 feet long (this was in my favor).
Once I was handed over to the tower, I was cleared to land. And the tower added “N9175Z report on the ground”. We did in fact land and I reported on the ground. I was within 100 feet of the runway before I had it in sight. I was asked to report clear of the runway and when I did, the tower asked at which exit did I take. And in that area, the fog was so thick, I could not see the taxiway sign. So I told them that I was clear and that I did not know at which taxiway. I was cleared to taxi to the parking ramp which I found very carefully. For the most part, it was an uneventful flight, although it did produce some pucker factor.
Training and discipline is what got me through this. My first flight instructor had a very similar incident. And during my training for my instrument rating, two of my instructors would routinely have me land the plane under the hood from an ILS approach. So I did it in practice and on this particular flight, I had to do it like my life counted on it. Yes, there may have been numerous other options. My decision to land at KLNS was based on the fact that I was flying there two or three times a week for several years, so I was very comfortable with the environment. And I was very familiar with the aircraft and avionics.
I am often asked what was my most memorable moment or experience in aviation. Folks will ask: Was it the first time you flew a jet? Was it passing a checkride? Was it your first student passing their checkride? First solo?
None of the above. Here it is. This took place in the mid to late 1980s at Martin State Airport. The airport has a 7,000 foot runway and it is almost 200 foot wide. It was a perfect fall afternoon with blue skies, no wind, and low humidity. There was not a cloud in the sky. The perfect weather combined with the long and wide runway made the ideal conditions for me to give a young boy one of the most memorable experiences of his life.
At the time I was a relatively new commercial pilot (I do not think I was a CFI at the time). This was long before the term “Discovery Flights”. I worked at a flight school giving airplane rides and sight seeing flights. A guy walked in with a young boy (his son). By looking at the boy I could tell he had Down Syndrome. The two went on to tell me that they wanted to go for a plane ride. The son told me that he wanted to fly to Easton Maryland to fly over the state tree, the Wye Oak. I said it is a great day to sight see from the air. And I asked the young boy if he wanted to pilot the aircraft from the pilot’s seat. Now this is where a perfect flying day starts to become my most memorable experience in aviation. The young boy looked up to me and said very seriously “I can’t fly a plane, I am a retard”. Remember, this is the 1980s and this is what they were called at the time. My reply to him was “Sure you can fly a plane, I will tell you exactly what to do”. His face lit up with joy as he smiled and said “Really”.
The conditions were perfect for what I was about to do. My airplane of choice was a Piper Archer for this flight. The young boy helped with the preflight and I directed him to the left seat. I explained the checklist to him and together we started the engine, fired up the radios, and received our taxi clearance.
We were departing runway 14 and from Martin State Airport to Easton, it was just a slight right turn (see picture below).
I briefed the young boy on exactly what to do. I explained to him that as he added power, he would start to pull back on the yoke. I told him to do it very slowly and to stop when I told him to stop. My hands were nowhere near the yoke. The boy’s father was in the back seat behind me so he could watch his son fly the plane. Neither one could see my feet on the rudders or my hands on the trim wheel, both gave me the control that I needed on this perfect day. I watched the young boy’s face as he pulled the plane off of the ground, it was magical. Too bad it was long before the days of cell phone cameras and the GoPro.
We climbed up to 2,000 feet and I talked him through reducing the power using the tac and how to level the aircraft by looking outside using the horizon. He had the biggest smile on his face and the dad was simply amazed. The young boy had his own map with him and I showed him how to look at the map and compare that with what he was seeing outside. He was the one that knew where to go and he was able to find the tree. We circled the tree a few times and then headed back to Martin State Airport.
There was not the slightest ripple or bump in the sky that day. Smooth as silk. So it was time for his encore. Since the winds were calm and the runway was 7,000 foot long, we could land on 32. So I asked the boy if he wanted to land the plane. And eagerly he replied “Yes, if I can”. I also offered to let him call the tower for our landing clearance. This was long before we wore headsets and before planes had intercoms. So I wrote down what he needed to say and what the tower would say. He did exactly as I instructed him and he got our landing clearance by himself using the hand microphone.
Coming from Easton and landing on runway 32 meant just a slight left turn and we were on final. You could see the runway 20 miles out. So the young boy lined up on final and I gave him the power settings and we gradually descended towards the runway. The dad and his son were both smiling ear to ear as the son landed the plane and my hands were nowhere near the yoke.
I was in my early 20s at the time. I never thought to get their contact info to stay in touch. I don’t even remember their names, but I remember the experience. That day was probably one of that boy’s greatest memories. He did not look like he had the coordination or motor skills to ride a bicycle, yet on that day he flew an airplane and landed it!
I have told this story many times over the years, however I never wrote it down. Now it is online for folks to enjoy. Stay turned to my future newsletters, I will be posting more of my experiences from my over 35 years in aviation.
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The Kraemer Aviation team was scheduled to attend their annual FAASTeam training at the College park Airport, however the event was canceled due to the Coronavirus outbreak. As we’re writing this month’s newsletter, we learned that Sun N Sun in Lakeland Florida was postponed, also due to the Coronavirus outbreak. Harry also had his annual DPE training postponed. Click here for some pictures from inside some of the local stores during this outbreak.
On March 23 2020 the governor of Maryland closed all nonessential businesses in Maryland. A lot of questions regarding this closure. Many questions came up regarding flight schools – Can they stay open during this mandatory closure ruling. As it turns out, flight schools are considered essential because they are part of the Transportation Sector. Click here for the Transportation Sector overview. Click here for a list of businesses that the governor says can remain open.
We opened the pool March 12 2020 at Kraemer Aviation headquarters. Jett was on hand to supervise.
Want to have your business highlighted on the Flymall??? We offer inexpensive rates to have your business featured on our Wheels & Wings page. Contact us for more info. Our website is getting just under 10,000 views/hits per month – advertise on the Flymall and get noticed.
History Trivia: Shivkar Bāpuji Talpade, recognize this name. Historians say that he built and flew an unmanned airplane in 1895. This is well before the Wright Brothers.
If you enjoy history we have a new aviation history fact each day at the bottom of our webpages. Some days there may be more than one, just refresh the page. And if you like Beatles history, checkout our Events Calendar and select the Beatles category. This is a work in progress, we’re building the most comprehensive calendar of important dates in Beatle history.
For those that like to stick with current news, we have an aviation news ticker on our home page. This is updated daily to show the current aviation news.
Jonathan, an applicant that Harry tested for his Private Pilot Certificate is continuing his education. He wanted some Class B Airspace experience so Harry planned a flight with him to KBWI with a touch and go landing. He is doing great. Here is a picture showing him flying the plane while turning short final for 33R at KBWI.
Aviation/Aviators in the news: Harry, Katherine, and Brenda of Bravo Flight Training did a tour at the Montgomery County Airpark for a group of home schooled kids. Click here for more pictures from the tour. The group learned about flying an aircraft, aviation jobs, and more. Each one had a chance to fly the flight simulator at Bravo Flight Training.
Let’s all learn from the mistakes of the crew of this TBM. The crew of a TBM while on a charter flight, tried to go around another aircraft on a taxiway at KGAI. The taxiway is only made for one aircraft. The slide below sums up the incident. The crew made a number of mistakes before becoming stuck. And just like an accident, there was a chain of events leading up to the incident. Remove any link is this chain of events and this would not have happened. Click here for pictures. Click on image below for a larger view.
Air show season is always just around the corner. Want to travel to air shows in your own aircraft? Visit our used aircraft page on the Flymall to view our inventory.
Our appraisal business has been on the rise. Here are a couple of business jets we appraised this month. All of our appraisal data is entered into our Market Watch section of the Flymall. Want to help build the Market Watch database, you can? Our Market Watch section allows you to enter your own price data for us to review and enter into the database.
A 1967 Falcon 20
A Westwind
Car/Motorcycle Show News: RockAuto.com has donated 15 $25 gift certificates for my Laytonsville Cruise In award nights this year. Harry has been doing this Friday night event every Friday for the past 11 years.
Our Events Calendar has the most current info regarding local and national car shows, air shows, and more. With nearly 30 categories, there is something for everyone. The Day Tripper section of the Flymall has dozens of day trip ideals and interesting places to visit. Check it out here.
Barn Finds/Hangar Finds: Need an appraisal on your barn find? Visit our Appraisal Page for information on our appraisals. There you can view sample appraisals, download forms, and more.
Visit our online store to search for hard to find car parts, aircraft parts, and much more. You can pay online in our secure store, just click on the Store button on our home page. If you’re looking for parts for a certain make, just use the search box in the upper right corner of our pages and search for that make (like “Mazda”).
Visit the Test Drive section of the Flymall for reviews on automobiles, aircraft, motorcycles, and more. Read about it before you buy it. You can also research price info on a wide variety of vehicles, collectibles, and more in the Market Watch section of the Flymall.
CFI / DPE Notes: Visit Harry’s Practical Test page for information on his checkrides. You will also find useful information there to help you prepare for your checkride. You can also visit Harry’s Lesson Plan section of the Flymall for other flight training information. Visit our Flight Training page for information on our aviation training classes.
Weather in the news: On March 2 there was an outbreak of tornadoes in the south. Here are some pictures and a video showing the damage to an airport in Nashville Tennessee.
Animals in the headlines: Here is little “GAI” my common snapping turtle. He was found by a dog in a hangar at KGAI. The maintenance shop that operated the hangar is GAI Aircraft Services, that is why he is just known as little GAI. He is about 8 years old. When found he was the size of a quarter. He has his own pond in my turtle sanctuary. His pond is all clean and fresh for the season.
We close this newsletter with this line from a Beatles song: The Word is Love!
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I. FUNDAMENTALS OF INSTRUCTING
A. Learning Process
B. Human Behavior and Effective Communication
C. Teaching Process
D. Teaching Methods
E. Critique and Evaluation
F. Flight Instructor Characteristics and Responsibilities
G. Planning Instructional Activity
II. TECHNICAL SUBJECT AREAS
A. Aircraft Flight Instruments and Navigation Equipment
B. Aeromedical Factors
C. Regulations and Publications Related to IFR Operations
D. Logbook Entries Related to Instrument Instruction —Go over Eligibility Exercises in Employee Area under Flight Training
III. PREFLIGHT PREPARATION
A. Weather Information
B. Cross-Country Flight Planning
C. Instrument Cockpit Check
IV. PREFLIGHT LESSON ON A MANEUVER TO BE PERFORMED IN FLIGHT
A. Maneuver Lesson
V. AIR TRAFFIC CONTROL CLEARANCES AND PROCEDURES
A. Air Traffic Control Clearances
B. Compliance With Departure, En Route, and Arrival Procedures and Clearances
FLIGHT PORTION
Preflight Procedures
ATC Clearance (actual or simulated)
Transponder code & frequency departing ______________
Transponder code & frequency returning_______________
C – Cleared to
R – Route
A – Altitude
F – Frequency
T – Transponder code
VI. FLIGHT BY REFERENCE TO INSTRUMENTS
A. Straight-and-Level Flight
B. Turns
C. Change of Airspeed in Straight-and-Level and Turning Flight
D. Constant Airspeed Climbs and Descents
E. Constant Rate Climbs and Descents
F. Timed Turns to Magnetic Compass Headings
G. Steep Turns
H. Recovery From Unusual Flight Attitudes
VII. NAVIGATION SYSTEMS
A. Intercepting and Tracking Navigational Systems and DME Arcs
B. Holding Procedures
VIII. INSTRUMENT APPROACH PROCEDURES
A. Nonprecision Instrument Approach
B. Precision Instrument Approach
C. Missed Approach
D. Circling Approach (Airplane)
E. Landing From a Straight-In Approach
IX. EMERGENCY OPERATIONS
A Loss of Communications
B. Approach With Loss of Primary Flight Instrument Indicators
C. Engine Failure During Straight-and-Level Flight and Turns
D. Instrument Approach—One Engine Inoperative
X. POSTFLIGHT PROCEDURES
A. Checking Instruments and Equipment
From Airplane Flying Handbook (FAA-H-8083-3B) Chapter 4 March 2020.
Slow flight is when the airplane AOA is just under the AOA
which will cause an aerodynamic buffet or a warning from a
stall warning device if equipped with one. A small increase in
AOA may result in an impending stall, which increases the risk
of an actual stall. In most normal flight operations the airplane
would not be flown close to the stall-warning AOA or critical
AOA, but because the airplane is flown at higher AOAs, and
thus reduced speeds in the takeoff/departure and approach/
landing phases of flight, learning to fly at reduced airspeeds is
essential. In these phases of flight, the airplane’s close proximity
to the ground would make loss of control catastrophic;
therefore, the pilot must be proficient in slow flight.
The objective of maneuvering in slow flight is to understand
the flight characteristics and how the airplane’s flight controls
feel near its aerodynamic buffet or stall-warning. It also
helps to develop the pilot’s recognition of how the airplane
feels, sounds, and looks when a stall is impending. These
characteristics include, degraded response to control inputs
and difficulty maintaining altitude. Practicing slow flight will
help pilots recognize an imminent stall not only from the feel
of the controls, but also from visual cues, aural indications,
and instrument indications.
For pilot training and testing purposes, slow flight includes
two main elements:
1. Slowing to, maneuvering at, and recovering from
an airspeed at which the airplane is still capable of
maintaining controlled flight without activating the
stall warning—5 to 10 knots above the 1G stall speed
is a good target; and
2. Performing slow flight in configurations appropriate
to takeoffs, climbs, descents, approaches to landing,
and go-arounds.
Slow flight should be introduced with the airspeed
sufficiently above the stall to permit safe maneuvering, but
close enough to the stall warning for the pilot to experience
the characteristics of flight at a very low airspeed. One way
to determine the target airspeed is to slow the airplane to the
stall warning when in the desired slow flight configuration,
pitch the nose down slightly to eliminate the stall warning,
add power to maintain altitude and note the airspeed.
When practicing slow flight, a pilot learns to divide attention
between aircraft control and other demands. How the airplane feels at the slower airspeeds aids the pilot in learning that
as airspeed decreases, control effectiveness decreases. For
instance, reducing airspeed from 30 knots to 20 knots above
the stalling speed will result in a certain loss of effectiveness
of flight control inputs because of less airflow over the
control surfaces. As airspeed is further reduced, the control
effectiveness is further reduced and the reduced airflow over
the control surfaces results in larger control movements
being required to create the same response. Pilots sometimes
refer to the feel of this reduced effectiveness as “sloppy” or
“mushy” controls.
When flying above minimum drag speed (L/DMAX), even
a small increase in power will increase the speed of the
airplane. When flying at speeds below L/DMAX, also referred
to as flying on the back side of the power curve, larger
inputs in power or reducing the AOA will be required for
the airplane to be able to accelerate. Since slow flight will be
performed well below L/DMAX, the pilot must be aware that
large power inputs or a reduction in AOA will be required
to prevent the aircraft from decelerating. It is important to note that when flying on the backside of the power curve, as the AOA increases toward the critical AOA and the airplane’s speed continues to decrease, small changes in the pitch control result in disproportionally large changes in induced drag and therefore changes in airspeed. As a result, pitch becomes a more effective control of airspeed when flying below L/DMAX and power is an effective control of the altitude profile (i.e., climbs, descents, or level flight)
It is also important to note that an airplane flying below
L/DMAX, exhibits a characteristic known as “speed instability”
and the airspeed will continue to decay without appropriate
pilot action. For example, if the airplane is disturbed by
turbulence and the airspeed decreases, the airspeed may
continue to decrease without the appropriate pilot action of
reducing the AOA or adding power.
Performing the Slow Flight Maneuver
Slow flight should be practiced in straight-and-level
flight, straight-ahead climbs and climbing medium-banked
(approximately 20 degrees) turns, and straight-ahead poweroff gliding descents and descending turns to represent the
takeoff and landing phases of flight. Slow flight training
should include slowing the airplane smoothly and promptly
from cruising to approach speeds without changes in altitude
or heading, and understanding the required power and
trim settings to maintain slow flight. It should also include
configuration changes, such as extending the landing gear
and adding flaps, while maintaining heading and altitude.
Slow flight in a single-engine airplane should be conducted
so the maneuver can be completed no lower than 1,500 feet
AGL, or higher, if recommended by the manufacturer. In
all cases, practicing slow flight should be conducted at an
adequate height above the ground for recovery should the
airplane inadvertently stall.
To begin the slow flight maneuver, clear the area and
gradually reduce thrust from cruise power and adjust the
pitch to allow the airspeed to decrease while maintaining
altitude. As the speed of the airplane decreases, note a change
in the sound of the airflow around the airplane. As the speed
approaches the target slow flight speed, which is an airspeed
just above the stall warning in the desired configuration
(i.e., approximately 5–10 knots above the stall speed for
that flight condition), additional power will be required to maintain altitude. During these changing flight conditions, it
is important to trim the airplane to compensate for changes in
control pressures. If the airplane remains trimmed for cruising
speed (a lower AOA), strong aft (back) control pressure is
needed on the elevator, which makes precise control difficult
unless the airplane is retrimmed.
Slow flight is typically performed and evaluated in the
landing configuration. Therefore, both the landing gear
and the flaps should be extended to the landing position.
It is recommended the prescribed before-landing checks
be completed to configure the airplane. The extension of
gear and flaps typically occurs once cruise power has been
reduced and at appropriate airspeeds to ensure limitations
for extending those devices are not exceeded. Practicing this
maneuver in other configurations, such as a clean or takeoff
configuration, is also good training and may be evaluated
on the practical test.
With an AOA just under the AOA which may cause an
aerodynamic buffet or stall warning, the flight controls
are less effective. [Figure 4-3] The elevator control is less
responsive and larger control movements are necessary to
retain control of the airplane. In propeller-driven airplanes,
torque, slipstream effect, and P-factor may produce a strong left yaw, which requires right rudder input to maintain
coordinated flight. The closer the airplane is to the 1G stall,
the greater the amount of right rudder pressure required.
Maneuvering in Slow Flight
When the desired pitch attitude and airspeed have been
established in straight-and-level slow flight, the pilot must
maintain awareness of outside references and continually
cross-check the airplane’s instruments to maintain control.
The pilot should note the feel of the flight controls, especially
the airspeed changes caused by small pitch adjustments,
and the altitude changes caused by power changes. The
pilot should practice turns to determine the airplane’s
controllability characteristics at this low speed. During the
turns, it will be necessary to increase power to maintain
altitude. Abrupt or rough control movements during slow
flight may result in a stall. For instance, abruptly raising the
flaps while in slow flight can cause the plane to stall.
The pilot should also practice climbs and descents by
adjusting the power when stabilized in straight-and-level
slow flight. The pilot should note the increased yawing
tendency at high power settings and counter it with rudder
input as needed.
To exit the slow flight maneuver, follow the same procedure
as for recovery from a stall: apply forward control pressure
to reduce the AOA, maintain coordinated flight and level the
wings, and apply power as necessary to return to the desired
flightpath. As airspeed increases, clean up the airplane by
retracting flaps and landing gear if they were extended. A
pilot should anticipate the changes to the AOA as the landing
gear and flaps are retracted to avoid a stall.
Common errors in the performance of slow flight are:
• Failure to adequately clear the area
• Inadequate back-elevator pressure as power is reduced,
resulting in altitude loss
• Excessive back-elevator pressure as power is reduced,
resulting in a climb followed by a rapid reduction in
airspeed
• Insufficient right rudder to compensate for left yaw
• Fixation on the flight instruments
• Failure to anticipate changes in AOA as flaps are
extended or retracted
• Inadequate power management
• Inability to adequately divide attention between
airplane control and orientation
• Failure to properly trim the airplane
• Failure to respond to a stall warning
Transponder code & frequency for departure ____________________
Transponder code & frequency for returning ____________________
Preflight Assessment
Flight Deck Management
Engine Starting
Taxiing
Before Takeoff Check
Communications, Light Signals, and Runway Lighting Systems
Traffic Patterns
Normal Takeoff and Climb
Start off on assigned cross country towards 2 or 3 checkpoints
Pilotage and Dead Reckoning
Navigation Systems and Radar Services
Diversion – Trigger Event – divert to an alternate I pick via pilotage/Dead Reckoning plus ATC
Normal Approach and Landing
Soft-Field Takeoff and Climb
Soft-Field Approach and Landing
Short-Field Takeoff and Maximum Performance Climb
Short-Field Approach and Landing
Power-Off 180° Accuracy Approach and Landing
Go-Around/Rejected Landing
Leave from alternate towards practice area for other maneuvers
DPE will select Steep Turns or Steep Spiral
DPE will select Chandelles or Lazy Eights
Eights On Plyons
Slow Flight
Power-Off Stalls (entering a power off stall from slow flight is not correct, this is a failure item)
Power-On Stalls
Accelerated Stalls
Spin Awareness
Systems and Equipment Malfunctions
Magnetic compass turns
Emergency Descent
Emergency Approach and Landing
Lost Procedures towards home base airport
After Landing, Parking and Securing
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Welcome to our February 2020 Wheels & Wings newsletter. Lot’s going on this month including Katherine Johnson , Annabelle Fera, Glenn Curtiss Museum, a rocket motorcycle, and more. Did you know that a Cessna 150 is faster than a jet, see below!!! Click here for our February 2020 newsletter. Click here to view and search past newsletters.
Sadly this month we lost two iconic/legendary aviatrix.
Annabelle Fera passed away earlier in February. She was a Designated Pilot Examiner in the Baltimore/Washington area for 35 years. She gave over 9,000 checkrides. Know by everyone simply as Annabelle. You have to be fairly famous and/or popular to be well know by just your first name, and like Elvis and Madonna, she was simply Annabelle. Click here for a past newsletter post Harry did when he had the honor of accepting an award on her behalf.
Katherine Johnson passed away – A mathematician. She calculated the trajectory for the May 5, 1961 space flight of Alan Shepard. Click here to view a past newsletter that Harry did with a small write-up on her.
Want to have your business highlighted on the Flymall??? We offer inexpensive rates to have your business featured on our Wheels & Wings page. Contact us for more info. The Flymall gets nearly 10,000 unique visit each month. Get noticed by advertising on the Flymall.
History Trivia: Did you know that between 1478 & 1480 Leonardo da Vinci draws plans for a self powered automobile that is powered by clockwork. This is most likely the earliest 3 wheeler.
If you enjoy history we have a new aviation history fact each day at the bottom of our webpages. Some days there may be more than one, just refresh the page. And if you like Beatles history, checkout our Events Calendar and select the Beatles category. This is a work in progress, we’re building the most comprehensive calendar of important dates in Beatle history.
February 25th was George Harrison’s birthday. Happy birthday George.
For those that like to stick with current news, we have an aviation news ticker on our home page. This is updated daily to show the current aviation news.
Achievements & Special Recognition: Instructors, what to highlight your students first solo or other achievement here? Just send us a short write-up and a picture or two and we’ll post it here for you. Click here for our contact info. Follow Kraemer Aviation / Harry Kraemer on Facebook for the latest updates on his applicants progress on checkrides.
Aviation/Aviators in the news: The aviation section of the Flymall is full of aviation news, training info, and much more for the aviator.
Air show season is always just around the corner. Want to travel to air shows in your own aircraft? Visit our used aircraft page on the Flymall to view our inventory.
Here is something to think about until next month. It should be plane to sea that this is true.
Barn Finds/Hangar Finds: Need an appraisal on your barn find? Visit our Appraisal Page for information on our appraisals.
Here is a cool find: In 1928 Fritz Von Opel decided the world needed a Rocket Motorcycle. It used a 500cc engine to achieve 75 mph at which point the rider would depress a foot switch igniting the 6 solid fuel rocket engines……the idea was to make it to 132 mph. Opel used it for several years for publicity. Fritz is known mostly for his work in rocket propulsion, earning him the nickname of Rocket Fritz. He was also the grandson of Adam Opel, founder of the Opel Company.
Visit our online store to search for hard to find car parts, aircraft parts, and much more. You can pay online in our secure store, just click on the Store button on our home page.
CFI / DPE Notes: Visit Harry’s Practical Test page for information on his checkrides. You will also find useful information there to help you prepare for your checkride. You can also visit Harry’s Lesson Plan section of the Flymall for other flight training information. Visit our Flight Training page for information on our aviation training classes.
Weather in the news: February 7 storm system.
During this storm, we saw surface winds at KGAI at 37 knots as reported by the AWOS. Click on the picture for a larger view.
Kraemer Aviation’s General Manager Chrissie witnessed a telephone poll snapping during this same storm. Here is a video from her dash cam.
Prototypes: PZL M-15. A jet engine biplane produced by the Poles for Ag flying. Top speed according to wiki was 108 knots making a Cessna 150 officially faster than a jet.
Animals in the headlines: Do you want to have your pet featured here? Just send us a short write-up and a picture, we’re glad to include them.
We close this newsletter with these words: Some words of wisdom from Sir Paul McCartney from one of his biggest hits – Take A Sad Song And Make It Better!
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We’re off to a good start for 2020. We have a lot of interesting news and facts this month. Click here for our current newsletter. This month: Flying back in time, A GMC V12 engine, General Motors designed aircraft, Walker Aviation, strange weather on Christmas Eve, and much more.
Here is a cool fact regarding New Years Eve celebrations. After celebrating New Year in Japan, passengers on Flight NH 106 took off from Japan January 1, but went back in time and landed in San Fransisco, USA December 31.
Flight NH106 took off in 2020 and landed in 2019. Very cool.
Want to have your business highlighted on the Flymall??? We offer inexpensive rates to have your business featured on our Wheels & Wings page. Contact us for more info.
History Trivia: What is the connection? This is Route 117 in Montgomery County, Maryland.
If you enjoy history we have a new aviation history fact each day at the bottom of our webpages. Some days there may be more than one, just refresh the page. And if you like Beatles history, checkout our Events Calendar and select the Beatles category. This is a work in progress, we’re building the most comprehensive calendar of important dates in Beatle history.
For those that like to stick with current news, we have an aviation news ticker on our home page. This is updated daily to show the current aviation news.
This picture of a roundabout surrounded by 5 more roundabouts kind of, sort of has a connection with the John Denver segment in this newsletter. Hint, this roundabout is the complete opposite of the connection with the John Denver pictures.
Achievements & Special Recognition: Instructors, what to highlight your students first solo or other achievement here? Just send us a short write-up and a picture or two and we’ll post it here for you. Click here for our contact info.
Aviation/Aviators in the news: Elizabeth T. earned her private pilot certificate 2 days before Christmas. She just turned 18. She can fly a plane by herself anywhere in the world, however she can not drive a car to the store by herself. Harry said she is a natural pilot, very good and natural at it. Very talented. She also owns her own plane and works on it herself!!!
You can have good pilots that work hard at it and they’re good. Elizabeth is a good pilot, naturally.
Air show season is always just around the corner. Want to travel to air shows in your own aircraft? Visit our used aircraft page on the Flymall to view our inventory.
Car/Motorcycle Show News: Our Events Calendar has the most current info regarding local and national car shows, air shows, and more. With nearly 30 categories, there is something for everyone. The Day Tripper section of the Flymall has dozens of day trip ideals and interesting places to visit. Check it out here.
Did you know that GMC made an 702 cu. in. (11.5 litre) V12 back in the 1960s? Click here for more info.
Barn Finds/Hangar Finds: Need an appraisal on your barn find? Visit our Appraisal Page for information on our appraisals.
Here is a very cool barn find. A Pontiac intake manifold setup for five 2 barrel carburetors. Not much on the web about this. Some resources say that it was made by Pontiac.
Visit our online store to search for hard to find car parts, aircraft parts, and much more. You can pay online in our secure store, just click on the Store button on our home page.
Visit the Test Drive section of the Flymall for reviews on automobiles, aircraft, motorcycles, and more. Read about it before you buy it. You can also research price info on a wide variety of vehicles, collectibles, and more in the Market Watch section of the Flymall.
If you’re restoring a fabric aircraft, Ira Walker of Walker Aviation is your resource. Visit his page on the Flymall by clicking here.
CFI / DPE Notes: Visit Harry’s Practical Test page for information on his checkrides. You will also find useful information there to help you prepare for your checkride. You can also visit Harry’s Lesson Plan section of the Flymall for other flight training information. Visit our Flight Training page for information on our aviation training classes.
Weather in the news: Christmas Eve strange weather.
Prototypes: An aircraft made by General Motors? The General Motors Fisher P-75A Eagle was an aircraft designed by the Fisher Body division of GM.
Here is the concept Bell D-1007 nuclear-powered flying ship helicopter. Projected to have a 300 ft. length, 200 tons weight, and estimated speed of 200 mph. USA, 1960s.
Animals in the headlines: Visit Jett’s page on the Flymall for information on Wolves and Tamaskans. There you’ll also find some nice poems about dogs and pets.
In the mean time, enjoy this video of Jett playing catch with snow balls
We close this newsletter with these words: From Sir Paul McCartney – In the end the love you take is equal to the love you make!!!
Comments Off on Kraemer Aviation / Flymall.org January 2020 Wheels & Wings Newsletter
I am pleased to recommend Ms. Patty Piper as a pilot/crew member for your organization. I met Ms. Patty Piper at the Kraemer Aviation Flight Academy in Germantown, MD when she was training for her Private Pilot Certificate. She had completed her Private Pilot certificate and Instrument Rating within a few months and had acquired all the required hours for her Commercial certificate within six months. I was her Designated Pilot Examiner for her Commercial Pilot Certificate.
Ms. Patty Piper is exceptionally talented, extremely motivated and has some impressive accomplishments beyond aviation. More on the accomplishments here. This mental and physical discipline is apparent in her flying skills as well. As her Designated Pilot Examiner for her Commercial Certificate and I found her preparation for the checkride to be exemplary. She had obviously studied very well and could answer all the questions, without hesitation. Her performance on the maneuvers was equally exemplary– remarkably smooth and exact for someone with her hours. She will excel in her aviation career.
As a 10,000 plus hour flight instructor and Designated Pilot Examiner, I can see that Ms. Patty Piper is a talented aviator. She is motivated, driven, and determined to succeed in her aviation career as an airline pilot.
Talk about his/her aviation background here.
Ms. Patty Piper has been on the fast-track in getting her aviation credentials. Her goal is realistic: she has been raised on aviation and has the drive and intelligence to complete her plan. I believe that Ms. Patty Piper is a well-balanced, mature, extraordinarily talented young lady who truly will be an asset to your organization and to the aviation profession.
Sincerely,
Harry Kraemer
Designated Pilot Examiner
harry@flymall.org
301-520-2109
I am pleased to recommend Ms. Lear Jet as an outstanding candidate for a scholarship through Women in Aviation, Inc to help support her aviation goals. I met Ms. Lear Jet at the Wright Bros Flight Academy in Kitty Hawk, NC when she was training for her Private Pilot Certificate. She had completed her Private Pilot certificate and Instrument Rating within a few months and had acquired all the required hours for her Commercial certificate within six months. I was her Designated Pilot Examiner for her Commercial Pilot Certificate.
Ms. Lear Jet is exceptionally talented, extremely motivated and has some impressive accomplishments beyond aviation. Blah blah, blah. This mental and physical discipline is apparent in her flying skills as well. As her Designated Pilot Examiner for her Commercial Certificate and I found her preparation for the checkride to be exemplary. She had obviously studied very well and could answer all the questions, without hesitation. Her performance on the maneuvers was equally exemplary– remarkably smooth and exact for someone with her hours. She will excel in her aviation career.
As a 10,000 plus hour flight instructor and Designated Pilot Examiner, I can see that Ms. Lear Jet is a talented aviator. She is motivated, driven, and determined to succeed in her aviation career as an airline pilot. Now all she needs is the financial support.
Background on aviation roots here.
Ms. Lear Jet has been on the fast-track in getting her aviation credentials and has been paying for her flight training herself. As might be expected, her savings are depleted. It is commendable that she has had the discipline and motivation to save and pay for her training up to this point. Her financial need is clear and immediate: she simply will not be able to progress in her training, without interruption, unless some assistance is provided. Her goal is realistic: she has been raised on aviation and has the drive and intelligence to complete her plan.
I believe that Ms. Lear Jet is a well-balanced, mature, extraordinarily talented young lady who truly needs this financial assistance to achieve her goals. I have every confidence that she will complete her training and will be an asset to the WAI, and to women in aviation, in general.
Sincerely,
Harry Kraemer
Designated Pilot Examiner
harry@flymall.org
301-520-2109
