jaylw314

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jaylw314 last won the day on January 19 2019

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About jaylw314

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  1. For that matter, I wonder what happens to the unlucky soul on the receiving end of a jettisoned external fuel tank? I've been playing too much DCS
  2. I don't know, the only time I get anything other than a zero on the same Sensorcon monitor is when I'm sitting still on the ground with the wind coming from behind. Then it might get up to 20-30 ppm. Once the plane starts moving, it quickly goes down to zero and doesn't budge. Edit: And for all you smartasses out there, that when I'm sitting still on the ground in the plane
  3. I found this after some Google-fu. Two interesting points: It sounds like they were not fully conscious past about 25,000' and another account I read reported that the actual max altitude is unknown because they neither were able to operate the instruments at the time The ascent rate was something like 500-800 fpm, so they would have gotten to 25,000' in less than an hour Either way, it sounded like things were pretty hairy and depended on one guy's teeth... The watching crowds were bigger on September 5th, 1862, and the weather kinder. What was different was the gas that filled "Mars". Mr Thomas Proud, Manager of the Wolverhampton Gas Works, had 'brewed' a particularly potent supply, capable of much more 'lift' than normal. There was a fully-controlled launch within a couple of minutes of the 1.00 pm target, and Coxwell and Glaisher were elated to find themselves at a height of two miles in only 19 minutes. The soaring rate of climb continued past the three and four mile mark. Because the balloon's basket was unevenly loaded, the balloon canopy began to revolve, tangling the net. And, along with it, the valving rope that enabled gas to be released so that the balloon could descend. As Glaisher patiently recorded what his instruments told him, the four mile and five mile mark were passed. Both men knew they are in line for a record. As Coxwell climbed into the rigging to free the valve line, Glaisher's eyesight began to deteriorate. He began to lose the power to move his arms and legs. His voice goes, his hearing fades. He passes out, his head sagging over the rim of the basket. Coxwell, in the rigging, is frozen almost helpless with the cold. His hands are turning blue and black. He tumbles, rather than climbs down into the basket. The balloon is still rising. Coxwell seizes the gas valve rope in his teeth and pulls. The valve opens and the balloon begins to descend. Neither man appreciates the situation until afterwards when the instruments are read. But they have reached the 37,000 feet mark. They are the first men into the Stratosphere. Without oxygen, without pressure suits, without a protective cabin, seven miles high, they have penetrated into Jumbo Jet country. Unconscious and frozen under a balloon that would have gone on climbing until it burst. What follows, as the balloon plunges downwards, is a classic British understatement*. 'Out of a thick darkness Glaisher hears the voice of his companion trying to rouse him: "Do try; now do". The darkness lightens. Dimly Glaisher sees the barometer tube, the other instruments, then the form of Coxwell bending over him, then gladness driving the anxiety from Coxwell's face. "He sits upright, stretches himself as if awaking from a deep sleep and says: "I have been insensible". "You have", answers Coxwell, "and I too, very nearly". "The first thing Glaisher does when he rises to his feet is to take a pencil and resume his observations. 'But he lays it aside as soon as he notices Coxwell's black, frost-bitten hands, and rubs them with brandy until the circulation is restored'. All this time the balloon is racing downwards. By throwing out ballast the descent is brought under control for a severe but safe landing at Cold Weston under the shadow of the Brown Clee Hill in Shropshire. In a straight line, the pair are only about twenty miles from their launch point. As Coxwell begins to recover the balloon, Glaisher begins a six mile trudge into nearby Ludlow to get help. Perhaps he spends the time wondering about the fate of the pigeon that was thrown out when the balloon had fallen to the four mile mark. It merely circled the balloon and finally perched on top of the envelope. Perhaps it was the one that returned to Wolverhampton two days later. Glaisher made many more flights for the British Association, but never another like the September 5th, 1862 ascent from Wolverhampton. * "Adventures Above The Clouds", Monk & Winter, Blackie, 1933
  4. Thanks for the pic, I need to figure out how to clip images at some point
  5. Hopefully, I'm not the last one to notice that on IFR charts, some airports and navaids are tagged with the letters "MON" in blue reverse highlight. After some digging around, it turns out to stand for "Minimum Operating Network", and the FAA is highlighting certain facilities to have permanent radio navigation aids in case of GPS failure, so if you do lose GPS, you should be able to quickly find a MON facility on your IFR chart. https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/transition_programs/vormon/
  6. That last one looks photoshopped, but still amusing nonetheless
  7. You can maintain a forward slip once you're on the ground if you keep the downwind wheel off the ground after you touch down. Yes, I can see that once both wheels are on the ground, by definition your lift vector can no longer help negate the crosswind, but we were talking about landing on one wheel.
  8. I still don't get it. If you're still flying in a forward slip after touching down on the upwind wheel, the plane should not be drifting off to the side (unless you let the downwind wing drop). Once the plane slows down enough you can't hold that slip, even with full aileron, then the downwind wheel is going to end up on the ground at that point anyway...
  9. I don't get it? Why would landing on the upwind main gear first be a problem? If anything, I'd imagine holding the bank angle as long as possible would keep the plane from sliding downwind... Of course, if the runway was REALLY icy, I suppose you could just land flat in the crab and be OK...
  10. I suspect the accident data doesn't support it. one of the more common causes of crashes overall is fuel exhaustion for starters. And the most common phases of flight to see crashes and fatal crashes are landings and takeoffs respectively, so they're not exactly times you'd be planning on dumping fuel...
  11. You would only expect to get a radar vector DP if you fly out of an airport that is under an Approach controller and has good radar coverage near the ground, so by definition you'd have to be near a major airport. On the other hand, if you're TOO close to a major airport, they're more likely to give you a typical SID.
  12. My interepretation, but I'd use the hours I did in my private pilot training flying without an instructor as my "solo" time. That means it will never change in the future, and I'd put the same "solo" time for any subsequent IACRA application.
  13. It's not. I can't recall the reference, but you're required to keep any transponder on at all times unless on the request of ATC or if it's inoperative.
  14. Is there a flight club locally that you can buy into? Most of them are good with students, and a couple ones locally here actually charge students less for the buy-in fee. And your CFI friend won't need to pay for 100 hour inspections...
  15. Umm, I don't want to speak for @Herlihy Brother, but I read into his post some degree of tongue-in-cheek or ad absurdum intention...