How do you find the limits of areas on a chart?

Kev writes:

Yes and no. Certainly there are ways to spend a lot of money on
flying, but that goes for boating as well.

Boating is a rich man's hobby, too!

People are always surprised to hear that a good used airplane is about
the same price as a fully loaded van or SUV.

But that's only the tip of the iceberg. What about fuel, and
insurance, and maintenance, and charts and databases, not to mention
the cost up front of just getting a license and keeping current with
medical exams and what-not?

I think everyone should be A) drafted in the military for two years,
and B) taught to boat, drive and fly. Then we might get a better and
more informed voting public.

Many of the most uninformed people would never be able to learn to fly
or even to boat; a lot of them have difficulty with driving. And they
would be useless in the military for anything other than cannon
fodder. However, many of these people don't vote to begin with.

--
Transpose mxsmanic and gmail to reach me by e-mail.

B A R R Y wrote in
:

I know. G Ours doesn't hold the pressure properly.

Do you find that you have to bleed the brake lines on a rather "frequent
basis"?

I have no leaks anywhere, and in the past 6 months had the brake lines bled
3 times to regain a full break.

In the midst of my annual. Posted my progress in rec.aviation.owning.
Definately not one of my cheaper annuals coming up....

Allen

B A R R Y wrote in
:

No, but we replaced two of four master cylinders last December at
annual, as we were losing about 4 ounces of fluid every 6 weeks or so.
We found our fluid in the belly. G

Hmmm, at least you had something tangible. No fluid to be found anywhere.

I'll watch for your reports. We're due in December, but have no real
squawks other than we need main tires. We did a starter in July. Two
years ago, we did all the scat tubing, door seals, and some other
small parts.

I had a major overhaul 3 years ago, so I was hoping that the engine would
have been reasonably maintenance free. Can't believe that I am talking
high copper in the oil and low cylinder compressions after three years of
overhaul.

I fly at least once a week, no ground runs, so it's not from the lack of
use.

I need to do the inner door seals (white in color) next, but that seem to
be a part of the interior and not so easily replaceable. I had my door
seals (black in color) on the doors replaced 2 years ago.

Allen

Jim Macklin wrote:
The parking brake on the BE 23/24 and 76 uses a lock that
stops the master cylinder from bleeding fluid back from the
brake assemblies. It is a simple device. The brakes are
not designed to be used for long term parking since they do
not compensate for temperature changes. If the hot brakes
are set and then cool the pressure and therefore the brake
releases. Even if the brakes are cool, over the night, the
air temperature will drop and the brakes release. Worse, if
you set the parking brake when it is cool or cold and then
the temperature goes up, the pressure increases locking the
brake solid and can damage the system. Often the only way
to get the parking brake to release is to open the brake
bleeder valve and that will require time and a mechanic to
re-bleed the brakes.

-snip

I think temperature extremes like you mentioned, complexity, and weight
considerations are all reasons why the russians dropped hydraulics in
favor of pneumatics on many of their aircraft. I have a russian Yak 52
and the starting, brake, and flap systems are all pneumatic. It's nice
not to have to worry about whether you battery will crank in the
morning.

FlynCatfish

True. Now if the British would just give up on Lucas
electrics!



"flyncatfish" wrote in message
ups.com...
|
| Jim Macklin wrote:
| The parking brake on the BE 23/24 and 76 uses a lock
that
| stops the master cylinder from bleeding fluid back from
the
| brake assemblies. It is a simple device. The brakes
are
| not designed to be used for long term parking since they
do
| not compensate for temperature changes. If the hot
brakes
| are set and then cool the pressure and therefore the
brake
| releases. Even if the brakes are cool, over the night,
the
| air temperature will drop and the brakes release.
Worse, if
| you set the parking brake when it is cool or cold and
then
| the temperature goes up, the pressure increases locking
the
| brake solid and can damage the system. Often the only
way
| to get the parking brake to release is to open the brake
| bleeder valve and that will require time and a mechanic
to
| re-bleed the brakes.
|
| -snip
|
| I think temperature extremes like you mentioned,
complexity, and weight
| considerations are all reasons why the russians dropped
hydraulics in
| favor of pneumatics on many of their aircraft. I have a
russian Yak 52
| and the starting, brake, and flap systems are all
pneumatic. It's nice
| not to have to worry about whether you battery will crank
in the
| morning.
|
| FlynCatfish
|

"flyncatfish" wrote

I have a russian Yak 52
and the starting, brake, and flap systems are all pneumatic. It's nice
not to have to worry about whether you battery will crank in the
morning.

How does the air make the brakes work? Please don't say very well! ba-doomp

More specifically, do they have a spring that puts the brake on, with the air
pressure pushing the brakes off, or more like a truck brake, with one air source
pushing the brakes off, and another pushing the brakes back on?

I had always thought aircraft parking brakes were kinda' dumb. It would make
sense to have a system like cars, with a cable putting the parking brake on,
plus the advantage of having an emergency brake, but there goes the weight issue
again, I guess. No wonder that airplanes have to use wheel chocks.
--
Jim in NC

"Mxsmanic" wrote in message
...
Judah writes:

What, exactly, is the probability of that?

Very high.


Obviously not. The vast majority of pilots are never involved in an
accident.



And what is your source of information to have defined that probability?

It is a longstanding problem with all types of standardized tests.
They never precisely represent the skills or knowledge they are
supposed to be testing.

You pass or fail based on your ability to show the examiner that you have
mastered a set of skills. The skills tested are those that the particular
certificate authorize you to carry out.

Virtually all aircraft accident fall into two categories mechanical and
pilot error. As for the mechanical, **** breaks nothing made by man is
perfect because of this we even train to deal with mechanical failures and
usually walk away from them.

Pilot error happens when a pilot either fails to apply what they have
learned or steps outside of the envelope of skill they have mastered.
Neither of these mean there was anything wrong with the test it simply means
that humans aren't perfect and that of course includes the tests.

"Mxsmanic" wrote in message
news
Gig 601XL Builder writes:

(2) Except as provided in Sec. 61.110 of this part, 3 hours of night
flight training in a single-engine airplane that includes--
(i) One cross-country flight of over 100 nautical miles total
distance; and

Sounds like just crossing Phoenix would qualify.

(i) 5 hours of solo cross-country time;
(ii) One solo cross-country flight of at least 150 nautical miles
total distance, with full-stop landings at a minimum of three points,
and one segment of the flight consisting of a straight-line distance of
at least 50 nautical miles between the takeoff and landing locations;
and

Sounds like crossing Phoenix might _still_ qualify.

--

Well you have proven that you can't even read a map. I'm not familiar with
the Phoenix are so I opened up AOPA Real-Time Flight Planner and picked two
airports that were pretty much at opposite sides of the Phoenix area
(Pleasant Valley P48 & Casa Grande Municipal KCGZ) and they are only 56.2
miles from each other.

Morgans wrote:
"flyncatfish" wrote

I have a russian Yak 52
and the starting, brake, and flap systems are all pneumatic. It's nice
not to have to worry about whether you battery will crank in the
morning.

How does the air make the brakes work? Please don't say very well! ba-doomp

More specifically, do they have a spring that puts the brake on, with the air
pressure pushing the brakes off, or more like a truck brake, with one air source
pushing the brakes off, and another pushing the brakes back on?

That's a good question. I think it's more like a truck brake. The
plane uses differential braking of the main wheels to turn/brake. The
plane has a castoring nose wheel. Braking is actuated by depressing a
brake handle on the stick. Air pressure is directed to the brakes via
the rudder pedals. You push the rudder pedal on the side you want to
turn toward and then start depressing the brake handle on the stick in
short 1 second intervals. You can hear the air going to the brakes
like an air brake on a truck. To release the brake you just release the
handle on the stick. I'm not sure but I think there are springs that
pull the brake shoes away from inside the brake drum when the air
pressure is released. You got me thinking and I'll see if I can confirm
that because that's something I should know.

I had always thought aircraft parking brakes were kinda' dumb. It would make
sense to have a system like cars, with a cable putting the parking brake on,
plus the advantage of having an emergency brake, but there goes the weight issue
again, I guess. No wonder that airplanes have to use wheel chocks.
--
Jim in NC

The Yak 52 has no parking brake, other than a latch on the stick handle
for keeping the brake handle compressed. My biggest concern with the
brakes is on startup. The starting, flaps, and brakes use the same
main pressure tank. There is a backup pressure tank for emergency.
Both tanks typically are set to hold about 50 - 60 bar or around 800
psi with an adjustable pop off valve. As the aircraft is started the
air pressure available for braking slowly decreases as the engine
continues cranking. Air pressure is replaced only after the engine has
started via a low volume high pressure gear driven compressor that runs
off the engine. Not a problem if you are proficient at getting the
engine started in a timely manner, but if you have some problem getting
the engine to turn over (forgetting to turn the mag switch on in the
second cabin is a typical gotcha) you could possibly start the engine
with insufficient air pressure remaining to hold the aircraft. This
could have serious consequences. This is why I always start the plane
pointed at the least expensive thing on the ramp. If the plane fails
to start on the first try I chock the wheels before trying again. Of
course that then requires somebody to remove the chocks for me once the
engine kicks over. Kind of a hassle at times, but the last thing I
want is a 360 hp airplane leaping forward on the ramp on startup. That
may sound like a design limitation but these aircraft were intended to
be used at primary flight training facilities where there was always a
ground crew around to help out if needed.

Greg in AL

Morgans wrote:
"flyncatfish" wrote

I have a russian Yak 52
and the starting, brake, and flap systems are all pneumatic. It's nice
not to have to worry about whether you battery will crank in the
morning.

How does the air make the brakes work? Please don't say very well! ba-doomp

More specifically, do they have a spring that puts the brake on, with the air
pressure pushing the brakes off, or more like a truck brake, with one air source
pushing the brakes off, and another pushing the brakes back on?

That's a good question. I think it's more like a truck brake. The
plane uses differential braking of the main wheels to turn/brake. The
plane has a castoring nose wheel. Braking is actuated by depressing a
brake handle on the stick. Air pressure is directed to the brakes via
the rudder pedals. You push the rudder pedal on the side you want to
turn toward and then start depressing the brake handle on the stick in
short 1 second intervals. You can hear the air going to the brakes
like an air brake on a truck. To release the brake you just release the
handle on the stick. I'm not sure but I think there are springs that
pull the brake shoes away from inside the brake drum when the air
pressure is released. You got me thinking and I'll see if I can confirm
that because that's something I should know.

I had always thought aircraft parking brakes were kinda' dumb. It would make
sense to have a system like cars, with a cable putting the parking brake on,
plus the advantage of having an emergency brake, but there goes the weight issue
again, I guess. No wonder that airplanes have to use wheel chocks.
--
Jim in NC

The Yak 52 has no parking brake, other than a latch on the stick handle
for keeping the brake handle compressed. My biggest concern with the
brakes is on startup. The starting, flaps, and brakes use the same
main pressure tank. There is a backup pressure tank for emergency.
Both tanks typically are set to hold about 50 - 60 bar or around 800
psi with an adjustable pop off valve. As the aircraft is started the
air pressure available for braking slowly decreases as the engine
continues cranking. Air pressure is replaced only after the engine has
started via a low volume high pressure gear driven compressor that runs
off the engine. Not a problem if you are proficient at getting the
engine started in a timely manner, but if you have some problem getting
the engine to turn over (forgetting to turn the mag switch on in the
second cabin is a typical gotcha) you could possibly start the engine
with insufficient air pressure remaining to hold the aircraft. This
could have serious consequences. This is why I always start the plane
pointed at the least expensive thing on the ramp. If the plane fails
to start on the first try I chock the wheels before trying again. Of
course that then requires somebody to remove the chocks for me once the
engine kicks over. Kind of a hassle at times, but the last thing I
want is a 360 hp airplane leaping forward on the ramp on startup. That
may sound like a design limitation but these aircraft were intended to
be used at primary flight training facilities where there was always a
ground crew around to help out if needed.

Greg in AL