AH-1 Cobra Pilot

I have not read that book of Anderson's, I have only read the paper someone linked to on another thread. In the paper, Carson puts together a theory in which he has one too many variables for the number of equations, then does some "hand waving" to come up with the 1.32-term. Can you copy and post the relevant pages?

Yes, I am making more switch covers! This time both Klixon and ETAs. If anyone needs non-standard letterings, let me know. Anyone who wants ETA covers, PM me with what you want, so I know what to laser etch. I should have some ready to ship in May, if not earlier.

There are plenty more like this, too. i.e. XV-15, Joby, etc. AW609 AW609 in aeroplane mode at Paris Air Show 2007 Role VTOL corporate transport National origin United States / Italy Manufacturer Bell/Agusta Aerospace AgustaWestland Leonardo S.p.A. First flight 7 March 2003 Introduction Mid 2020s (expected)[1] Status Under development / flight testing The AgustaWestland (now Leonardo) AW609, formerly the Bell/Agusta BA609, is a twin-engined tiltrotor VTOL aircraft with a configuration similar to that of the Bell Boeing V-22 Osprey. It is capable of landing vertically like a helicopter while having a range and speed in excess of conventional rotorcraft. The AW609 is aimed at the civil aviation market, in particular VIP customers and offshore oil and gas operators.

Anyone who flew/flies the Osprey or Harrier should qualify.

Where did you do that? I have been looking for a school. (Although, I insist mine be accelerated, have a DPE on staff, and take GI Bill.) I have added a rating every year or two since I retired. Next on my agenda are H CFI-I, H ATP, SEL ATP, SES ATP, MES ATP, Glider, Gyrocopter, Blimp, Hot Air Balloon, and not necessarily in that order. (Did I miss anything?) The Helo ATP offers the additional PITA of the written test, though. At least two places offer VA and seaplane ratings: Elmendorf AFB and Southern Seaplane, with the latter both SES and MES. Anybody know of any others?

Where is the gear handle? Pffft!

Yes, and have for some time.

Where you live makes a big difference, obviously. We regularly get 40-below temperatures and cannot fly for several weeks at a time. My latest battery is going on 7 years, using a battery minder. When I did not use one, 2-3 years was the max.

Yes, I noticed a big difference between the two. I think Foley it will be.

Once you have the ASEL ATP, the AMEL ATP is an add-on, so it simplifies getting the new rating. Some insurance companies have implied to me that having an ATP merits a discount.

Problem solved. It was the upper limit switch that was stuck. Once cleaned, everything works properly. Now, for my trip to Gulf Shores tomorrow...

On my last landing, my flaps would not extend! Not a big deal, lots of runway. After landing, I tried again, also cycling the circuit breaker, but the motor would not run. The airplane is in my mechanic's shop right now, getting diagnosed. There are several possible causes, but the worst would be a bad flap motor, because he already informed me that none of his usual sources have a flap motor available. Does anyone know of any available flap motors?

Although I have not looked at the IO-360 specifically, I can tell you those numbers are way too low. A large CAT diesel, which is very efficient, will get a BSFC of about .34, while a turbine/turbo-shaft will be about .43. You could expect something between those, probably about .39.

Yes, Klixon only.

If your switch covers are like mine, almost 40 years old, you have better than 50% chance of breaking them when you try to take them off; and another 50% chance of breaking them getting them on. Fortunately, I have an alternative solution for you...

The $600 toilet seat was for the P-3 and included a fiberglass piece the size of the inside of a Port-a-pot. The price was not so ridiculous as it has been made out to be.

The National Guard has Additional Flight Training Periods, (AFTPs), to go above and beyond the normal Drill routine to keep Aviators current. Experienced pilots, flying less complicated aircraft, such as Hueys, might only get 24 AFTPs/year, while Apache pilots get 96. These 4-hour blocks can be combined with Drill periods, sometimes, but are mostly used on evenings after your normal work schedule, (why I have such a high percentage of NVG time). About 10% of the NG are federal technicians, and about 10% are T-32 active duty. A much smaller percentage, and only a few in any given state, are T-10 active duty. So, roughly 80% are M-Day/traditional NG. The people in the NG have switched significantly between the late-1980s to the present, and are in the process of switching again, (not necessarily back). Prior to the big deployment for Desert Storm, we were there to truly be 'reserve' forces that would be called on when the Big One Went Up and maybe for local disasters, not for Kosovo, (for sake of example), let alone for a steady stream of deployments such as we have seen sine 9-11. Thus, NG Soldiers have a completely different mind-set from each previous era. For the past 20 years, many were more likely to not have a job/career they could not easily take time from. Again, as I said, this may change, too. The National Guard is very restricted in how it can apply various sources of money to how it operates. For example, if it is employed in strictly state-work, then all costs must be met via state funds. (This prevents NG assets from becoming "governors' flying clubs" and other corrupt practices.) There are more than a dozen different "pots" of money that can only be used for specific operations, so just because there is money allocated to the NG, it cannot necessarily be used to accomplish a specific purpose. Yes, it is all very complicated. I used to teach a 2-hour class to my AD compatriots about the Guard and Reserves. At the end, they would usually just admit they did not understand either and would seek an expert when the time came to deal with them. (Hell, I was the expert, and I admit there is so much that I do not know!)

I tried printing switch covers in Glo-in-the-Dark ABS filament. They printed well, but the glow is too weak. I also printed some in PLA, which has much better glow, but will not survive cockpit summer heat adequately. I also just discovered I cannot post photos, since my attachments are at 137%, whatever that means. ???

Yes, I still make the Klixon switch covers. I do not have a CAD file for the ETA switch covers, nor do I have a cover, so I have never made any of those. For the ones I make, the post-processing is a big deal, much more than just the printing. I paint them, then laser engrave the lettering. Right now, I am printing something new and will have pictures posted soon.

I had searched before, but found none. This time, I found some from Amazon, but in a blue tint. Maybe I will try it…

I have actually made some switch covers in Glow-in-the-Dark PLA. You have to occasionally shine a light on them, but they work pretty well. The down side is PLA; they will not likely survive a really hot summer.

$10/each. Also note, I only have Klixon switch covers, not ETAs.

Yes, I have the covers available. In fact, I have run out of a few and need to make some new ones, so if you want anything special, ask now. I have been dealing with a family emergency for the past week+, so I am a little slow in responding.

In order to avoid confusion: This is not correct, even though the units may be the same. Work is a force applied over a distance, while torque is a force applied at a distance. A force/torque can also be applied over a rotational distance to yield work. Also, I think you might try to compare the torque/rpm curves of an O-300 engine with a GO-300 engine. The GO-300 will turn much faster to deliver a similar prop rpm, so the chart may indicate more rapid torque decline towards the higher rpm.

No. Think of it this way: You have your C-152 WOT in a climb at 4000' DA. Then you put it in a dive with WOT at 4000' DA. Will the RPM s be the same? Will the engine power be the same?