Finally back into flying!
11-13-2013 | 05:52 PM
#21
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From: BE350 PIC
Flown 5.2 in the last week after not flying at all for 25 months other than the sim to keep instrument currency.
As a 95% turbine guy, this mixture lever.. You'd think they''d have a way to make that automatic by now.
As a 95% turbine guy, this mixture lever.. You'd think they''d have a way to make that automatic by now.
11-13-2013 | 06:21 PM
#22
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Joined: Mar 2008
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From: FAA 'Flight Check'
I was never out for that long at a stretch E2C - but it feels good to be back in the air no matter what you are motoring around in doesn't it? I have missed what I call *recreational flying* for quite some time now. Except for 3 flights between getting out of the military and starting my current job, all of my flying since 1991 has been mission oriented flying. I'll love to have the opportunity to go for the proverbial $100 hamburger again someday. Have fun with it. I'm sure you be back to flying for a job soon enough!
11-13-2013 | 06:43 PM
#23
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From: BE350 PIC
Yep.. First flight back in a 172, with the CFI on his first day instructing after getting his CFI, was pretty fun, since it looked like a scaled up version of the 152 I used to fly.
First flight in the Seminole at AATPs was my second flight with glass ever.
(monkey with football).
Second flight in the Seminole was much better. Had a discontinuance for weather on my ATP checkride Monday, scheduled to complete it Saturday, hoping the WX at APA cooperates, because I'm on the road for 3 months without day off starting Sunday.
The DPE was really great about trying to find a way to make it work.
First flight in the Seminole at AATPs was my second flight with glass ever.
(monkey with football).
Second flight in the Seminole was much better. Had a discontinuance for weather on my ATP checkride Monday, scheduled to complete it Saturday, hoping the WX at APA cooperates, because I'm on the road for 3 months without day off starting Sunday.
The DPE was really great about trying to find a way to make it work.
11-14-2013 | 07:13 AM
#24
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Joined: Aug 2013
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From: FO
11-14-2013 | 08:15 PM
#25
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From: BE350 PIC
The prop controls are not too bad for me, I actually salvaged and approach I got too high on by going MAX INCR (or whatever it says) to increase drag, which was a trick I used flying into Randolph AFB in the T-44 more than once.
I'm just befuddled how on earth these things are fuel injected and have a mixture lever.. I can understand a no feedback open loop system, but speed-density has worked for mix control in cars ever since the GM TBI system of the late 70s/early 80s.
Also, the Cessna I flew had no carb heat but a mixture lever.
I'm just befuddled how on earth these things are fuel injected and have a mixture lever.. I can understand a no feedback open loop system, but speed-density has worked for mix control in cars ever since the GM TBI system of the late 70s/early 80s.
Also, the Cessna I flew had no carb heat but a mixture lever.
11-15-2013 | 07:38 AM
#26
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From: Airbus 319/320 Captain
The prop controls are not too bad for me, I actually salvaged and approach I got too high on by going MAX INCR (or whatever it says) to increase drag, which was a trick I used flying into Randolph AFB in the T-44 more than once.
I'm just befuddled how on earth these things are fuel injected and have a mixture lever.. I can understand a no feedback open loop system, but speed-density has worked for mix control in cars ever since the GM TBI system of the late 70s/early 80s.
Also, the Cessna I flew had no carb heat but a mixture lever.
I'm just befuddled how on earth these things are fuel injected and have a mixture lever.. I can understand a no feedback open loop system, but speed-density has worked for mix control in cars ever since the GM TBI system of the late 70s/early 80s.
Also, the Cessna I flew had no carb heat but a mixture lever.
11-15-2013 | 08:23 PM
#27
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From: BE350 PIC
Could, most likely. I think it was prohibited per NATOPS (think Operating Manual for Navy aircraft).
Normal landing procedure was not to go props full forward until short final, but you could to increase your drag count further out if needed. I forget which approach into Randolph it was, but there was one that you would have a hell of a time getting down and hitting the mandatory altitudes if you left the props at 18-1900 rpm.
2200, it comes down like a rock.
Normal landing procedure was not to go props full forward until short final, but you could to increase your drag count further out if needed. I forget which approach into Randolph it was, but there was one that you would have a hell of a time getting down and hitting the mandatory altitudes if you left the props at 18-1900 rpm.
2200, it comes down like a rock.
12-09-2013 | 07:26 PM
#28
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From: Self employed
12-14-2013 | 02:52 AM
#30
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Joined: Mar 2008
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From: FAA 'Flight Check'
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