The engine was losing power because the fuel mixture was too rich. This was caused by ice restricting and disturbing airflow in the carburetor. Pulling carb heat on added heat to melt the ice, but it further restricted the airflow, causing the mixture to go further rich. Leaning the mixture by pulling out the mixture control a bit would have compensated for all this, would have increased the heat available to the carb heat system, and would have restored power much quicker. Of course, it's necessary to gradually push the mixture control back in as the ice burns out, to keep the mixture in the correct range.
Chris did a fine job with what he had to work with. His just didn't have all the knowledge he should have had.
Dr. Jerry L. Robinson,
Director of Aviation Programs
Henderson State University, Arkadelphia, Arkansas
Ultralight Exemption
As always, from cover to cover, I read the November issue Great articles and technically accurate as always. Just one small nit in "No Dumb Questions" concerning "Ultralight Time." The statement that "The FAA has issued a waiver to three organizations." is not quite correct. We [the FAA] granted three organizations an exemption. There's a big difference.
A waiver is provided for in the FARs themselves. For example, take a look at FAR 91 Subpart J - Waivers, and 91.905 in particular. There you will find a list of rules than can be "waived." If a rule can't be waived (and most can't), in order to operate in a manner different than that specified in the FAR, an exemption is needed.
Exemptions are, in and of themselves, a regulation. Each petition for exemption must be published in the Federal Register in accordance with FAR Part 11, and, if granted, will contain conditions and limitations under which it can be used and will have an expiration date.
The three ultralight exemptions you mentioned are similar in nature and contain a fairly long list of conditions that must be met in order for the ultralight to operated as a two-place vehicle (ultralights are NOT aircraft).
Reviewing the exemption granted to the USUA (Exemption 4274) I see a number of conditions and limitations to the single-occupant requirement specified in FAR 103.1(a). They include: a weight limitation (496 pounds empty weight); max speed (75 knots) and stall speed (35 knots); a placard requirement that says "To be used for instruction only;" an FAA CFI or other recognized (by the association) instructor must be on board; student notification that the exemption exists and that the ultralight vehicle does not meet FAA certification standards; the vehicle can only be operated for instruction with two persons on board except for ferry, maintenance, new build, and certain other flights, but no routine operations by a single occupant; single-occupant operations must be by a FAA CFI or other recognized instructor; and the person operating the vehicle must have a copy of the exemption in their possession.
The other information in the article is correct.
Rick Cremer
via the Internet: faa.gov
Ultralight Airspace
Referring to November's "No Dumb Questions," the pilots of ultralight aircraft can fly in Class A, B, C, or D airspace if they have "prior authorization from the ATC facility having jurisdiction over that airspace." Under certain conditions, such as a special event, the tower here in Springfield, Illinois (Class C airspace) has granted approval for ultralight operations during our annual Air Rendezvous air show. Actually, they are granted permission to come in and land following a certain route (with special prior permission by telephone on the ground, before taking off from their bases of operations).
In Illinois, the Division of Aeronautics will "go to bat" for the ultralight operator who has been denied permission (sometimes by airport management - and not the ATC facility) to use the airport. We are pro-ultralight here in Illinois, probably being the first state to sponsor ultralight safety seminars.
Keep up the good work. Flight Training magazine is the best aeronautical publication out there, in my opinion.
Dale Rust, Flight Safety Coordinator
Illinois Dept. of Transportation, Division of Aeronautics
Springfield, Illinois
Automatic weather
As a flight instructor, I enjoy reading Flight Training and urge all my students to do the same. I did notice, however, a potentially misleading statement in July's "Getting Off the Fence." The author, in describing an automated METAR report, states "The TSNO meant no observed thunderstorm activity."
Most current ASOS installations cannot detect thunderstorms. They will detect heavy rain, gusty winds, low ceilings and visibility, but cannot detect thunderstorms as such. A human observer must enter this information. At fully automated stations (no human intervention), the message "TSNO" is appended to the observation to indicate that the station has no way to detect thunderstorms. Even if a cell is sitting right on top of the station, the "TSNO" will still be appended.
Of course, any prudent pilot would have a clue from the rest of the observation what's going on. By the way, over the ASOS frequency, a pilot would hear, "Thunderstorm information not available." This tells me that I'm listening to a fully automated station. Although there are some limitations, ASOS facilities are quite useful if we are aware of these limitations, such as the one described above. Keep up the good work!
Bruce T. Jacobs Jr., CFII/MEI
Certified weather observer
Athens, Georgia
PCATD freedom
May I add high-flying dittos to your October article on personal computer-based aviation training devices (PCATDs). For years, it has been my dream to have a PCATD in my home. The Elite software coupled with Precision Flight Controls (PFC) makes my piloting dreams take flight. Instead of several hours in front of the TV, you climb into your homemade cockpit, choose your departure and destination airport, assemble the Jepps you'll need, and fire up your real-sounding engines.
You choose, from your own fleet of aircraft, a training single, a high-performance single, or a high-performance twin with several of the aircraft having complete photo-realistic instrument panels. With the idling of the engines in the background, you can set the weather parameters for your flight, including turbulence. You can also select failures to occur in the aircraft systems, instruments, and engines that will push your learning curve into the vertical. When I can make a simulated $200 to $500 flight anytime I want, the overall investment of this PCATD is truly minimal. Adding the articles from your Flight Training magazine to this learning environment leaves you with a high level of confidence, competence, and enjoyment.
Guy Osburn, CFI
Monrovia, California
Passing of an era
Adam Wilbur Boehl taught people to fly at Haerr Field (K04) in Taylor, Missouri. Between 1968 and 1979, three Cessna 150s and a 172 were busy most of the time, and Wilbur was the boss and the designated examiner.
There were a bunch of us, high school kids like me and folks in their 60s, who learned to fly from a friend, among friends, off of a rural grass strip. Cut-off shirttails hung from every wall, photos of those who had learned to fly there and gone on to success were also prominent.
Failure was not tolerated, and neither was compromise. Minimums are minimums. Learn it right the first time and you don't have to unlearn it later. Wilbur was an old pilot. He got to be an old pilot because he wasn't a bold pilot. We learned that too.
Wilbur is gone now, gone west. I miss his old blue Volkswagen Beetle. Haerr Field is not the same anymore.
David Lomax
Ewing, Missouri
Aviation idiots
I'm a new subscriber to Flight Training and thoroughly enjoyed my first issue this October. I read with amusement Ralph Butcher's article on "Aviation Idiots." I attach my past and present titles only to attest to the fact that I have been there, too. I compliment Ralph on having the self-confidence and professional stability to be so bold as to have his picture next to the headline "Aviation Idiots".
Larry L. Robbins - USAF Pilot; TWA Check Airman;
CFII; and Tail Dragger, too.
Felton, California
More than an airline pilot
I enjoy Flight Training, but I enjoyed it much more when it first came out. I think you need to stick with topics on learning to fly and, for those of us who do fly, to help us keep our good habits. Don't have articles on how to interview or who's hiring or furloughing this month. These stories don't do a student and private pilots trying to learn to fly any good. There's more to flying than being an "airline pilot".
Kenneth W. Parrish
Flight Training is sticking to topics on learning to fly, and you're right, there is more to flying than being an "airline pilot." But the magazine is devoted to aviation education. Approximately a third of our readers are pursuing an aviation career, and they want to know how to do it. To meet the educational needs of these readers, and the needs of readers interested in becoming aircraft owners, we added two new sections to the magazine - FT Pro, and First-Time Owner. We also added more pages because the how-to, back-to-basic articles on learning to fly are just as important to us as they are to you. - Editor
Related Articles
