Extreme Technical Skills
Wow! We are getting into some real technical data here.
The FAR's (CFR14) went through a ton of details about legal requirements by the FAA, when you can fly, when to file reports, etc. A lot of this was boring, but necessary to know. Nearly all of it was memorization, so I'm not going to bore anyone with details. You just have to get into the material and begin memorizing the information in that unit.
A little before that, we covered Classes of Airspace, laws governing speed limits, ceilings, visibility, etc. were covered in more detail in this later section on the CFR14 stuff. Some of the language changed around, so anyone who hasn't had a refresher in a few years would be a little confused, but not by much.
The airspace rules, requirements, and laws governing them are still intimidating, and some are just frankly confusing me. But, I think I've got enough to move forward.
The most recent lessons had to do with some more advanced math. We're getting in to calculating weights of planes, moment reactions on a datum point (fulcrum) of the airplane, and how to properly balance it. We're also getting more in depth with how to figure density altitude from pressure altitude.
Density altitude is border-line scary stuff. Basically, the plane doesn't fly the same at 10,000 feet as it does at 1,000 feet above sea level. The air is thinner, and the plane has to go faster to get the same amount of lift as the more dense air closer to sea level. Warmer air causes the air to be less dense, as does humidity, altitude, and barometric pressure. So, if all of these things are acting against you (hot day, humid day, low barometric pressure, and high altitude), then the plane is going to fly like it's at 10,000 feet above sea level rather than only 5,000 feet above sea level. What this means, basically, is that the plane may not become airborne when it's supposed to. We have to calculate runway distance requirements for planes as well. This is all covered in the same unit as the weight and balance. These distances change based on the density altitude.
I am running behind on my reading. I've been going through the questions more and more, and I try to make sure I get them memorized as best as possible. The practice FAA questions have been great to study and learn. There are still some really conflicting pieces of information that I'm going to have to ask the instructor about one day, but I keep forgetting. Still, it's been a great experience so far.
Money is still a very real concern. I've got vacation coming up, and there's not going to be a ton of money to just throw around. Also, with all of the maneuvers I'm hearing we're going to have to be doing (super high flights, stalling, very steep turns), I'm just not in a huge hurry to get in the air. Very nervous, still, at this point.
The FAR's (CFR14) went through a ton of details about legal requirements by the FAA, when you can fly, when to file reports, etc. A lot of this was boring, but necessary to know. Nearly all of it was memorization, so I'm not going to bore anyone with details. You just have to get into the material and begin memorizing the information in that unit.
A little before that, we covered Classes of Airspace, laws governing speed limits, ceilings, visibility, etc. were covered in more detail in this later section on the CFR14 stuff. Some of the language changed around, so anyone who hasn't had a refresher in a few years would be a little confused, but not by much.
The airspace rules, requirements, and laws governing them are still intimidating, and some are just frankly confusing me. But, I think I've got enough to move forward.
The most recent lessons had to do with some more advanced math. We're getting in to calculating weights of planes, moment reactions on a datum point (fulcrum) of the airplane, and how to properly balance it. We're also getting more in depth with how to figure density altitude from pressure altitude.
Density altitude is border-line scary stuff. Basically, the plane doesn't fly the same at 10,000 feet as it does at 1,000 feet above sea level. The air is thinner, and the plane has to go faster to get the same amount of lift as the more dense air closer to sea level. Warmer air causes the air to be less dense, as does humidity, altitude, and barometric pressure. So, if all of these things are acting against you (hot day, humid day, low barometric pressure, and high altitude), then the plane is going to fly like it's at 10,000 feet above sea level rather than only 5,000 feet above sea level. What this means, basically, is that the plane may not become airborne when it's supposed to. We have to calculate runway distance requirements for planes as well. This is all covered in the same unit as the weight and balance. These distances change based on the density altitude.
I am running behind on my reading. I've been going through the questions more and more, and I try to make sure I get them memorized as best as possible. The practice FAA questions have been great to study and learn. There are still some really conflicting pieces of information that I'm going to have to ask the instructor about one day, but I keep forgetting. Still, it's been a great experience so far.
Money is still a very real concern. I've got vacation coming up, and there's not going to be a ton of money to just throw around. Also, with all of the maneuvers I'm hearing we're going to have to be doing (super high flights, stalling, very steep turns), I'm just not in a huge hurry to get in the air. Very nervous, still, at this point.
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