Risk

Written on April 16, 2020 at 5:46 pm, by hkraemer

Defining Risk
Risk is the future impact of a hazard that is not controlled or
eliminated. It can be viewed as future uncertainty created by
the hazard. If it involves skill sets, the same situation may
yield different risk.
1. If the nick is not properly evaluated, the potential for
propeller failure is unknown.
2. If the aircraft is not properly bonded and grounded,
there is a build-up of static electricity that can and
will seek the path of least resistance to ground. If the
static discharge ignites the fuel vapor, an explosion
may be imminent.
3. A fatigued pilot is not able to perform at a level
commensurate with the mission requirements.
4. The owner of a homebuilt aircraft decides to use
bolts from a local hardware store that cost less than
the recommended hardware, but look the same and
appear to be a perfect match, to attach and secure the
aircraft wings. The potential for the wings to detach
during flight is unknown.

Recognizing the Hazard

Written on April 16, 2020 at 5:40 pm, by hkraemer

Recognizing the Hazard
Recognizing hazards is critical to beginning the risk
management process. Sometimes, one should look past
the immediate condition and project the progression of the
condition. This ability to project the condition into the future
comes from experience, training, and observation.
1. A nick in the propeller blade is a hazard because it
can lead to a fatigue crack, resulting in the loss of the
propeller outboard of that point. With enough loss, the
vibration could be great enough to break the engine
mounts and allow the engine to separate from the
aircraft.
2. Improper refueling of an aircraft is a hazard because
improperly bonding and/or grounding the aircraft
creates static electricity that can spark a fire in the
refueling vapors. Improper refueling could also mean
fueling a gasoline fuel system with turbine fuel. Both
of these examples show how a simple process can
become expensive at best and deadly at worst.
3. Pilot fatigue is a hazard because the pilot may not
realize he or she is too tired to fly until serious errors
are made. Humans are very poor monitors of their own
mental condition and level of fatigue. Fatigue can be as
debilitating as drug usage, according to some studies.
4. Use of unapproved hardware on aircraft poses
problems because aviation hardware is tested prior
to its use on an aircraft for such general properties as
hardness, brittleness, malleability, ductility, elasticity,
toughness, density, fusibility, conductivity, and
contraction and expansion.

Flymall.org Wheels & Wings April Newsletter

Written on April 15, 2020 at 10:21 am, by hkraemer

Welcome to the Kraemer Aviation/Flymall.org Wheels & Wings Newsletter.

To view our current newsletter click here. You can view past newsletters here.

This month: Bruce Jenner motorcycle cop? Bicycle lost for over 30 years and was found!  A 200 hour ATP pilot. First Englishman that built a petrol vehicle.  Shooting down an enemy aircraft with your pistol while parachuting from your own plane!  And more!!!

Next month: A Cessna Helicopter. A Lamborghini tractor. A Ural powered amphibious car.

The Kraemer Aviation Easter 2020 celebration was much smaller this year due to the Conoravirus outbreak. The team spent Easter 2020 with a fellow bicycle/motorcycle collector.  Click here for pictures.

Interested in living at an airport?  Visit our Aviation Real Estate page here.  We have a very nice hangar for lease at the Hagerstown Regional Airport.  It has 40,000 sq ft hangar space with 20,000 sq ft. of office/shop space.  Click here for more details.

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:  Owen J. Baggett was the first and only person to have shot down an enemy plane using a pistol.  In fact he did it while parachuting to the ground after his bomber was hit.   For more reading click here.

 

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.

Here is a different piece of history trivia for this month.  It about a ghost town in Pennsylvania called Centralia.  A town that was built over an abandoned coal mine.  The coal mine caught fire in 1962 and has been burning ever since. All the residents were force to leave their homes and businesses, all but 7 left.  In 2002 the USPS discontinued the zip code for the town. 

Achievements & Special RecognitionDo you have a memorable experience in aviation?  Share it with us and we’ll post it here for you.  Click here for Harry’s most memorable experience in aviation.   Click here for more of Harry’s published material.

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:  About a year ago Harry returned from DPE school.  Here is a picture that was taken at the FAA Training Center in Oklahoma.

When Harry returned from Oklahoma, a friend had a cake made from that picture.

A sign of the times.  Airliners parked, not flying!  All due to the Coronavirus outbreak. 

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.

Car/Motorcycle Show NewsMost local shows have been canceled through May due to the virus.  We’re trying to keep our calendar updated.  In the meantime, enjoy some of Harry’s pictures from past car shows, from past motorcycle shows, and from British car & motorcycle shows.

Sad news this month in the auto racing world. Sir Stirling Moss passed away.

Did you know that Bruce Jenner was a motorcycle cop?  Yes he was, on the TV series CHiPs.  In 1981 Eric Estrada asked for more money. His request was denied so he walked out. His character was replace by Bruce Jenner as Steve McLeish. This lasted just a half dozen episodes and then  Estrada returned. 

Want to go to car shows in your own classic?  We have a Jaguar for sale and a MG Midget for sale on the Flymall. 

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:  This month we have a barn find of Harry’s that was purchased by him in the 1960s and became lost until about 2010. 

Here is Harry on this month’s barn find “Growing up, our family was not very wealthy. Whenever I received a new bicycle for Christmas, my father would give me a lecture about when he was young, he never had a new bike. He would go on to say that every bike he had, he had to steal. After a few years of hearing this story, I decided to do something about it. For Christmas, sometime in the mid to late 1960s, I saved up my allowance and purchased my dad his first new bike. I was about 10 years old at the time. I surprised him for Christmas with it. Needless to say, it was very emotional. He passed away when I was 23 and over the years I lost track of the bicycle. Around the year 2010 the bike made it’s way back to me. The bicycle was in poor condition, however all of the parts were there. I recently had a local bicycle shop do a mechanical restoration on it. Here she is, purchased by me in the 1960s for my dad. Now she is ready to ride again. Now, as a serious collector of vintage bicycles and motorcycles, it sits proudly in my collection.”

It is rumored that after Harry’s father passed away, the bike was given/loaned to numerous different people.  It’s amazing that the bike survived intact and undamaged over the years.  She still has the original paint, wheels, decals, saddle, etc.  

Whenever Harry gets together with other bicycle/motorcycle collectors, they exchange stories.  This Easter we heard a story about a motorcycle collector that answered an ad for a Whizzer motorbike for sale.  This was sometime in the 1970s.  The ad simply said “Whizzer motorbike for sale, $50”.  So the guy researched the address (back before the days of the internet) and found out that is was in a not so good part of town.  He decided to go anyway.  When he looked at the bike, he knew it was not a Whizzer.  The guy still only wanted $50 so he purchased it.  It turned out to be a rare 1901 Orient Motorcycle with a V-twin engine.  He held on to the bike until he was ready to retire and downsize his collection.  He ended up selling the bike for $60,000 and he did nothing to it.

Need an appraisal on your barn find?  Visit our Appraisal Page for information on our appraisals. 

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:  Over Harry’s many years of teaching and professional flying, Harry has used his real life experiences in his lesson plans for his students.  Many of these “real life experiences” have been published in dozens of different aviation publications.  Click here to view/read some of Harry’s published material.

Earlier this month Harry completed his 100th checkride as a DPE. And he did it in a plane that he sold new when he was a Cessna dealer. Allison, with only 200 hours, flew to ATP standards on her instrument checkride.

And the 100th checkride was at an airport (Frederick Municipal Airport) that he would go to with his dad in the 1960s.  Pictured below is Harry at the Frederick Municipal Airport in the 1960s with his dad.

 

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 April 2nd & 3rd we had some strong winds in the Mid-Atlantic region.   Checkout the METAR for KIAD.  Click on the image for a larger view.

April 8th and 9th we had back to back storm systems roll through the northeast.  As you can see, both systems had some intense thunderstorms associated with them.

April 8th

April 9th

 

Spring is the time for storms and Easter did not disappoint us.  Easter Sunday and in to Monday, a storm system moved across the country.  In this slide presentation, notice how the storm system went from one large system and then spun off in to two separate lines.  Click here for the slide show.  The TAF in the presentation was identical for both KBWI and KIAD.  Checkout those winds!

Three Wheel Association (TWA):  Meet Edward Butler – He is credited as the first Englishman who built a petrol vehicle.

Many major car manufacturers got their start building 3 wheel vehicles.  In fact, the AC car company got their start with the AC Delivery Trike.  Harry has a 1912 AC Delivery Trike in his collection of 3 wheelers. 

Visit the Three Wheel Association page on the Flymall for more info on the association.

Want a reproduction vintage 3 wheeler.  Walker Aviation can scratch build from pictures or drawings.  Visit his page on the Flymall.  

PrototypesDuring WWII, while under German occupation, the French were not allowed to have petrol.  So the French started improvising and coming up with many designs of pedal powered vehicles.  Here’s one that probably needed some refining.

Animals in the headlinesHave you heard the story of Frank Hayes the jockey?  It is quite remarkable.  He actually won a horse race (he was the jockey) while dead.  It was at Belmont Park in 1923.  Sometime during the race, he suffered a fatal heart attack and died.  The horse kept running and Hayes stayed in the saddle.  His death was not discovered until race officials came to congratulate him.  

 

We close this newsletter with these words:  “Once you choose hope, anything’s possible.“—Christopher Reeve

1996 Ford Super Duty Pickup Appraisal

Written on April 9, 2020 at 10:17 am, by hkraemer

Vehicle Make & Year: 1996 Ford Super Duty Pickup Extended Cab XLT 4X4 F250
VIN: 1FTHX26H6TEA70648
Body Style: Extended Cab Pickup
Color: Prairie Tan
Interior (color/material): Prairie Tan/Cloth &vinyl

Special Features

(Mileage: 206308) The truck has been completely rebuilt using new parts, this includes the engine accessories, 4 wheel drive system, suspension, door seals, bumpers, exhaust, both gas tanks (18 gallon), front and rear windshield/window, headliner, door handles, etc.  It has a Tuff Country EZ-Ride lift kit installed.

Comments

Engine/Engine Compartment, Transmission/Powertrain:  (Overall Condition Grade 2) Stock 5.8 351 engine.  Al accessories have been replaced with new parts, such as water pump, alternator, radiator.  The transmission has been completely rebuilt.

Chassis:  (Overall Condition Grade 1) The chassis has been completely rebuilt using new parts.  The truck has a 3 inch lift kit with long shocks.  It has the factory alloy wheels with new LT285/75/R16 tires.  The frame has been treated/coated with POR 415.

Interior:  (Overall Condition Grade 1) Prairie Tan in color.  New carpet, headliner, new door handles.

Exterior:  (Overall Condition Grade 1) Prairie Tan in color. The exterior has been wet sanded and clear coated.  The front and rear bumpers have been replaced with new.  The grille is new. All new emblems/name plates. It has a new front windshield and a new rear window. All of the door seals have been replace with new door seals.

Summary/Comments

All comparables and outside references can be found in the Market Watch section of Flymall.org, just select F250 Heavy Duty Supercab under Model and click on search.  The appraised vehicle has an overall Condition Code of #1.  There were 2 comparables online at the time of the appraisal.  One was listed for $19,995.00 and the other was listed for $16,490.00 USD.  Neither of these listings had the amount of restoration that Mr. Lethbridge’s truck has had.  Mr. Lethbridge has invested over $20,000.00 just in the restoration of his truck.

Click here for all research and comparablesClick here for more pictures.

(Condition code: #1 Excellent, #2 Fine, #3 Very Good, #4 Good/Fair, #5 Poor/Restorable, #6 Parts Car)

After careful evaluation of this vehicle, based on my expertise and experience (and after consulting Old Cars Price Guide, NADA, Collector Car Auction Results, The Production Figure Book for U.S. Cars, the Internet, reviewing the International Vehicle Appraisers Network database, reviewing comparables, etc. and after consulting with other Professional Appraisers, museums, and automotive experts, etc., when necessary, I appraise (estimate) this vehicle as having a cash value of $29,900.00 USD

I state that I have received no compensation for this appraisal, from any source, other than my fee of $150.00 USD.  Therefore I have no actual or potential conflict of interest in providing this appraisal.

Signed – Harry Kraemer

A Bad Day

Written on April 4, 2020 at 8:30 am, by hkraemer

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.

My Most Memorable Experience In Aviation

Written on April 1, 2020 at 10:17 am, by hkraemer

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.

Flymall Wheels & Wings March 2020 Newsletter

Written on March 25, 2020 at 2:41 pm, by hkraemer

Welcome to the Kraemer Aviation/Flymall.org Wheels & Wings Newsletter

To view our current newsletter click here. You can view past newsletters here.

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.

Interested in living at an airport?  Visit our Aviation Real Estate page here.

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.

Achievements & Special Recognition: Bravo Flight Training is expanding.  They now have a location at the Winchester Regional Airport.

Instructors, want 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.

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 newsHarry, 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.

 

The aviation section of the Flymall is full of aviation news, training info, and much more for the aviator.

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 NewsRockAuto.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. 

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 NotesVisit 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. 

 

Click here for a video of the Nashville tornado aftermath at an airport.

 

Three Wheel Association (TWA)Visit the Three Wheel Association page on the Flymall for more info on the association.

Here is a very rare three wheeler for this month. A Heathfield Slingshot (one of two made)

Want a reproduction vintage 3 wheeler.  Walker Aviation can scratch built from pictures or drawings.  Visit his page on the Flymall.  

PrototypesThis month we have the Hiller Aerial Sedan.  Seen in a 1957 Popular Science magazine and was supposed to be the future of transportation.

Visit Harry’s Flying Car page on the Flymall for more information on flying cars.

 

And here is a wood fire powered motorcycle.

Click here for a past newsletter where we did a write up on wood fire powered cars.

 

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!

CFII Plan Of Action Template

Written on March 16, 2020 at 1:03 pm, by hkraemer

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

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

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

Slow Flight

Written on March 14, 2020 at 8:32 am, by hkraemer

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

Commercial Pilot ASEL Flight Profile

Written on February 29, 2020 at 3:32 pm, by hkraemer

Flight Profile:

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
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

Today in Aviation History
October 30, 1919: Reversible pitch propeller tested for the first time.