Medical and Human Factors: What is the term given to the tendency of the human eye to focus at a point several feet away due to a lack of stimulation?
Answer: Empty-field myopia.
Theory of Flight: What type of stability does the tail plane provide?
Answer: Elevators provide longitudinal stability.
Air Law: What is the minimum flight visibility for VFR flight in a control area?
Answer: 3 miles.
General Knowledge: What kind of illusion do you get when turning from downwind to upwind?
Answer: When turning from downwind to upwind you will get the illusion of the skid.
Saturday, November 19, 2011
Friday, November 18, 2011
Reach for the Sky - Trivia
Medical and Human Factors: What is the term given to the tendency of the human eye to focus at a point several feet away due to a lack of stimulation?
Theory of Flight: What type of stability does the tail plane provide?
Air Law: What is the minimum flight visibility for VFR flight in a control area?
General Knowledge: What kind of illusion do you get when turning from downwind to upwind?
Answers to come tomorrow!
Theory of Flight: What type of stability does the tail plane provide?
Air Law: What is the minimum flight visibility for VFR flight in a control area?
General Knowledge: What kind of illusion do you get when turning from downwind to upwind?
Answers to come tomorrow!
Saturday, November 12, 2011
Reach for the Sky - Trivia Answers
Meteorology: In a weather report, what do the letters CS mean?
Answer: Cirrostratus
Metereology: In a weather report, what symbols will be used for altocumulus castellanus?
Answer: ACC
Navigation: What does the symbol L mean on a map?
Answer: L means that runway lighting is available.
Navigation: What is magnetic deviation?
Answer: This is a correction applied to a compass when the compass is swung. It is often as a result of interference with components in the aircraft.
Answer: Cirrostratus
Metereology: In a weather report, what symbols will be used for altocumulus castellanus?
Answer: ACC
Navigation: What does the symbol L mean on a map?
Answer: L means that runway lighting is available.
Navigation: What is magnetic deviation?
Answer: This is a correction applied to a compass when the compass is swung. It is often as a result of interference with components in the aircraft.
Friday, November 11, 2011
Reach for the Sky - Trivia!
Meteorology: In a weather report, what do the letters CS mean?
Metereology: In a weather report, what symbols will be used for altocumulus castellanus?
Navigation: What does the symbol L mean on a map?
Navigation: What is magnetic deviation?
Answers will be posted tomorrow!
Metereology: In a weather report, what symbols will be used for altocumulus castellanus?
Navigation: What does the symbol L mean on a map?
Navigation: What is magnetic deviation?
Answers will be posted tomorrow!
Wednesday, November 2, 2011
Porter Septic & Plumbing Services
Specializing in "Country Outhouses"
New holes dug; old ones cleaned out
Special rates for seniors and politicians
Call George Porter 403-330-9808
Friday, October 28, 2011
Owl on Final Approach
Just wait for the final flare: the "stall" on the leading edge of the wings is very graphic!!
Enjoy this one minute video of the majesty of flight.
The aeronautical engineers can't improve on this model......
Watch the wing feathers as he Flares to slow down..
You can see the airflow.
This is an awesome video.... Flight lessons from a real pro!
Best viewed full screen.....
http://www.dogwork.com/owfo8/
Enjoy this one minute video of the majesty of flight.
The aeronautical engineers can't improve on this model......
Watch the wing feathers as he Flares to slow down..
You can see the airflow.
This is an awesome video.... Flight lessons from a real pro!
Best viewed full screen.....
http://www.dogwork.com/owfo8/
Thursday, September 22, 2011
Fly-In Potluck Dinner
We had a great potluck dinner with our Flying Club this past month. Thank you to all those who attended and for the great food that was shared!
The kids enjoyed Doug's 'Hydroswing' door... notice the swing!
The kids enjoyed Doug's 'Hydroswing' door... notice the swing!
Sunday, August 7, 2011
Monday, August 1, 2011
Tuesday, June 28, 2011
On-line Flight Planning/Filing Service
FltPlan.com, an online flight planning and flight plan filing service, now offers coverage to all of Canada. FltPlan.com users can plan and file flight plans between any airport in the U.S. and a Canadian airport, or between any two airports in Canada. FltPlan.com will offer complete weather forecasts and reports for Canada as it does in the U.S., including NOTAMs. Another helpful feature is seeing the routes other pilots have filed, and the routing issued by ATC for other flights between your departure and destination airports. For more information, click here.
Thursday, June 16, 2011
Lethbridge International Air Show
Dear Cardston Flying Club Friends and Members.
The Lethbridge International Air Show Association would like to officially invite all owner/members of the Cardston Flying Club to attend and display their aircraft on our static line during our show this year (July 23rd and 24th).
ALL OWNERS who display their aircraft on our static line will be invited to attend the show at no cost, as well - they will receive 2 VIP Passes to enjoy the show from the comfort of our VIP Chalet where they can hob-nob with sponsors and other performers.
This year is our 20th Anniversary performance. As with other years, we want to make sure we are supporting our local pilots and organizations.
Please visit our websites for highlights and more info: http://www.liasa.ca/ or http://www.albertaairshow.ca/
AIRCRAFT STATIC DISPLAY REGISTRATION FORMS can be accessed at: http://albertaairshow.ca/stuff/StaticRegistrationForm.pdf
We look forward to seeing your members at our show!
--
Stacy Green
Static & Ground Operations Manager
Public & Media Relations Director
Lethbridge International Air Show Association
Telephone: (403) 380-4245
http://www.liasa.ca/
The Lethbridge International Air Show Association would like to officially invite all owner/members of the Cardston Flying Club to attend and display their aircraft on our static line during our show this year (July 23rd and 24th).
ALL OWNERS who display their aircraft on our static line will be invited to attend the show at no cost, as well - they will receive 2 VIP Passes to enjoy the show from the comfort of our VIP Chalet where they can hob-nob with sponsors and other performers.
This year is our 20th Anniversary performance. As with other years, we want to make sure we are supporting our local pilots and organizations.
Please visit our websites for highlights and more info: http://www.liasa.ca/ or http://www.albertaairshow.ca/
AIRCRAFT STATIC DISPLAY REGISTRATION FORMS can be accessed at: http://albertaairshow.ca/stuff/StaticRegistrationForm.pdf
We look forward to seeing your members at our show!
--
Stacy Green
Static & Ground Operations Manager
Public & Media Relations Director
Lethbridge International Air Show Association
Telephone: (403) 380-4245
http://www.liasa.ca/
Thursday, June 2, 2011
Pilot Tips
Instead of posting tips here as we started to do... we are going to link to the website http://www.pilotworkshop.com/ for your viewing pleasure!
You can find the links on the right hand side under "Pilot Tips". Just click and enjoy!
You can find the links on the right hand side under "Pilot Tips". Just click and enjoy!
Thursday, May 5, 2011
Wake Turbulence on Takeoff
Which wind condition requires maximum caution with regard to wake turbulence on takeoff?
- No wind
- Light crosswind
- Strong crosswind
Former "FAA Safety Counselor of the Year" Bob Nardiello provides the answer. He also offers tips for avoiding wake turbulence on takeoff.
"Vortices tend to move outward from the aircraft. So if you are behind a departing aircraft, the vortex from the right wing will tend to move to the right. The vortex from the left wing will tend to move to the left in no wind conditions.
If we have a crosswind, the wind will tend to influence the movement of the vortices. A crosswind of about 3 knots will hold the upwind vortex pretty much in place at the runway where it was created, while the downwind vortex will rapidly move away from the runway.
Crosswinds greater than approximately 5 knots will tend to break up the vortices. So stronger crosswinds are good things, as far as vortices are concerned. At least the way we look at it, from our perspective; we want the vortices to begin to break up and decay. So light crosswinds require maximum caution, and I'm talking about a light crosswind of maybe 3 knots.
We need to note the point of rotation of the larger aircraft. That point of rotation is where the vortices will be developed. From that point on, there will be vortices off the wings of that departing aircraft. So it’s important that your rotation point occurs prior to the rotation point of the preceding aircraft, because we do not want to be rotating in the vortices of the preceding aircraft. We need to do that prior to reaching the preceding aircraft’s point of rotation.
You want to climb upwind of the departing aircraft for the same reason we talked about relative to the crosswinds’ effect on the vortices. So if the crosswind will move the vortices to the left, our departure path should be to the right to avoid those vortices."
- No wind
- Light crosswind
- Strong crosswind
Former "FAA Safety Counselor of the Year" Bob Nardiello provides the answer. He also offers tips for avoiding wake turbulence on takeoff.
"Vortices tend to move outward from the aircraft. So if you are behind a departing aircraft, the vortex from the right wing will tend to move to the right. The vortex from the left wing will tend to move to the left in no wind conditions.If we have a crosswind, the wind will tend to influence the movement of the vortices. A crosswind of about 3 knots will hold the upwind vortex pretty much in place at the runway where it was created, while the downwind vortex will rapidly move away from the runway.
Crosswinds greater than approximately 5 knots will tend to break up the vortices. So stronger crosswinds are good things, as far as vortices are concerned. At least the way we look at it, from our perspective; we want the vortices to begin to break up and decay. So light crosswinds require maximum caution, and I'm talking about a light crosswind of maybe 3 knots.
We need to note the point of rotation of the larger aircraft. That point of rotation is where the vortices will be developed. From that point on, there will be vortices off the wings of that departing aircraft. So it’s important that your rotation point occurs prior to the rotation point of the preceding aircraft, because we do not want to be rotating in the vortices of the preceding aircraft. We need to do that prior to reaching the preceding aircraft’s point of rotation.
You want to climb upwind of the departing aircraft for the same reason we talked about relative to the crosswinds’ effect on the vortices. So if the crosswind will move the vortices to the left, our departure path should be to the right to avoid those vortices."
Thursday, April 28, 2011
Wake Turbulence and Landing
Featuring Bob Nardiello
Mark:
"In this session, we will discuss the issues of wake turbulence specific to landing."
Bob:
"We need to note the preceding aircraft's touchdown point, particularly if it is a large aircraft. And we need to land after that touchdown point. Our glide path should at all times be above the glide path of the preceding aircraft, and be to the upwind side, so again, we need to know where the wind is coming from, which side of the aircraft the wind is from. We want to be on that upwind side. Again, glide path above, touch down after the point of touchdown in the preceding aircraft.
Well, how do we know we are in fact, above the glide path of the preceding aircraft? There are a number of ways to do it. One, if you have a glide slope capability in your airplane, note where you are on the glide slope of that runway, if it in fact, has an ILS installation. If it has PAPI or VASI lights, try to be slightly above that glide path. Again, you are assuming that the preceding aircraft is, in fact, on glide path."
Mark:
"What if there is no glide path information available?"
Bob:
"I will tell you a method that I use to establish whether I am at, below, or above the glide path in a preceding aircraft. It is pretty simple. Sight through the preceding aircraft to the runway. Note the touchdown zone markings on the runway and where your sight line intersects the runway. If it intersects beyond the touchdown zone markings on the runway, you are below the glide path of the preceding aircraft. If it intersects -- if that sight line intersects prior to the touchdown zone that is painted on the runway, your glide path is above the preceding aircraft.
That works pretty good, because you want to stay above the glide path. I can tell you personally that this is really important because many years ago, I had a wake turbulence encounter after following a large aircraft by approximately four miles and making an honest effort to stay above the glide path which I did almost to the touch down point.
I was in a Bonanza landing behind a 767 at dusk, very little wind to disperse any wake turbulence. I carried the high glide path down over the threshold then chopped the power and descended to the runway. Well, this took me right through the wake turbulence of that 767 and the Bonanza that I was flying rolled 90 degrees at probably an altitude of 150 feet.
Fortunately I was able to right the airplane and get it down on the runway, but I will tell you what, when I got out of the airplane I had a pair of wobbly knees, so that taught me a lesson. Do not give up on it until you touch down and touch down beyond the point of touch down of that preceding aircraft."
Source: http://www.pilotworkshop.com/tips/wake_turbulence_landing.htm
Mark:
"In this session, we will discuss the issues of wake turbulence specific to landing."
Bob:
"We need to note the preceding aircraft's touchdown point, particularly if it is a large aircraft. And we need to land after that touchdown point. Our glide path should at all times be above the glide path of the preceding aircraft, and be to the upwind side, so again, we need to know where the wind is coming from, which side of the aircraft the wind is from. We want to be on that upwind side. Again, glide path above, touch down after the point of touchdown in the preceding aircraft.
Well, how do we know we are in fact, above the glide path of the preceding aircraft? There are a number of ways to do it. One, if you have a glide slope capability in your airplane, note where you are on the glide slope of that runway, if it in fact, has an ILS installation. If it has PAPI or VASI lights, try to be slightly above that glide path. Again, you are assuming that the preceding aircraft is, in fact, on glide path."
Mark:
"What if there is no glide path information available?"
Bob:
"I will tell you a method that I use to establish whether I am at, below, or above the glide path in a preceding aircraft. It is pretty simple. Sight through the preceding aircraft to the runway. Note the touchdown zone markings on the runway and where your sight line intersects the runway. If it intersects beyond the touchdown zone markings on the runway, you are below the glide path of the preceding aircraft. If it intersects -- if that sight line intersects prior to the touchdown zone that is painted on the runway, your glide path is above the preceding aircraft.
That works pretty good, because you want to stay above the glide path. I can tell you personally that this is really important because many years ago, I had a wake turbulence encounter after following a large aircraft by approximately four miles and making an honest effort to stay above the glide path which I did almost to the touch down point.
I was in a Bonanza landing behind a 767 at dusk, very little wind to disperse any wake turbulence. I carried the high glide path down over the threshold then chopped the power and descended to the runway. Well, this took me right through the wake turbulence of that 767 and the Bonanza that I was flying rolled 90 degrees at probably an altitude of 150 feet.
Fortunately I was able to right the airplane and get it down on the runway, but I will tell you what, when I got out of the airplane I had a pair of wobbly knees, so that taught me a lesson. Do not give up on it until you touch down and touch down beyond the point of touch down of that preceding aircraft."
Source: http://www.pilotworkshop.com/tips/wake_turbulence_landing.htm
Wednesday, April 20, 2011
Creston Airport Appreciation Day
Creston Airport Appreciation Day, Monday May 23rd, 2011.
On Victoria Day, the Creston Valley Regional Airport Society volunteers are putting together a display of aircraft and activities for the people of the Creston Valley and visitors.
The purpose is to highlight the importance and usefulness of our Airport facility to all of Creston’s people.
A preliminary program:
· The day will kick off at 10:00 with the Mayor of Creston, Ron Toyota and the President of the Society, Fred Jones welcoming our visitors.
· Most of the activities of the day will be in the form of static displays and interaction with the public.
· Paid for flights, by one of the local commercial operators.
· Raffle for free flights.
· Some kid orientated activities: paper folding and coloring contest with prizes.
· Breakfast and lunch, non hosted, starting at 10:00.
We hope to see the Ambulance Services, IBET, Air Cadets, BC Forestry Service, Fire and Rescue, CASARA, RC club, local commercial operators, experimental aircraft builders, visiting aircraft and pilots involved. This day is also promoted as a Fly In for visiting aircraft from surrounding airports.
Creston Airport, N49 02 13, W 116 29 54. Fly-in visitors welcome. Spring fair in town this weekend. For more information, please contact Rudi Kroon at 250-428-5047.
Visit http://www.crestonairport.ca/.
On Victoria Day, the Creston Valley Regional Airport Society volunteers are putting together a display of aircraft and activities for the people of the Creston Valley and visitors.
The purpose is to highlight the importance and usefulness of our Airport facility to all of Creston’s people.
A preliminary program:
· The day will kick off at 10:00 with the Mayor of Creston, Ron Toyota and the President of the Society, Fred Jones welcoming our visitors.
· Most of the activities of the day will be in the form of static displays and interaction with the public.
· Paid for flights, by one of the local commercial operators.
· Raffle for free flights.
· Some kid orientated activities: paper folding and coloring contest with prizes.
· Breakfast and lunch, non hosted, starting at 10:00.
We hope to see the Ambulance Services, IBET, Air Cadets, BC Forestry Service, Fire and Rescue, CASARA, RC club, local commercial operators, experimental aircraft builders, visiting aircraft and pilots involved. This day is also promoted as a Fly In for visiting aircraft from surrounding airports.
Creston Airport, N49 02 13, W 116 29 54. Fly-in visitors welcome. Spring fair in town this weekend. For more information, please contact Rudi Kroon at 250-428-5047.
Visit http://www.crestonairport.ca/.
Monday, April 11, 2011
Progress
There is progress being made! This is what has been accomplished during all the work parties so far. (The small wood airplane in front). Thanks to those of you who have been able to help out on this project! 
Flying Club Meeting
We will be meeting at Stewart Pollock's home (565 - 8A Avenue West in Cardston) this Thursday, April 14th at 7:00 pm to check out the progress on his RV-10.
Hope to see you all there!
Tuesday, February 15, 2011
Mid-air Repair
Fabulous footage, although grainy, due to time and bad equipment in those days compared to today, but what nerve this gal had!
Gladys Ingles was a member of a barnstorming troupe called the 13 Black Cats in the 1920s. Ingles was a wing walker; in this film, she shows her fearlessness in classic barnstorming fashion to save an airplane that has lost one of its main wheels. Ingles is shown with a replacement wheel being strapped to her back and then off she goes as "Up She Goes", a duet from the era, provides the soundtrack. In the video, Ingles transfers herself from the rescue plane to the one missing the main landing gear tire. She then expertly works herself down to the undercarriage only a few feet from a spinning prop. It's certainly a feat many mechanics wouldn't even try on the ground with the engine running.
(Thanks for the e-mail, George!)
Saturday, January 29, 2011
P-51 Restoration Project
We had a great time today. The P-51 is coming apart very well and we have cleaned out most of the birds nests. We hope to have another work session in two weeks and finish disassembling the aircraft. Hope to see all of you there.
Doug Murray
Cardston Flying Club
Doug Murray
Cardston Flying Club
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