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Pilot Wings
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 Gold Finish Private Glider Pilot Wings #1  US $14.99
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Nowadays the aircraft fuel prices go up like crazy. This is making flying an airplane a very expensive venture. Wouldn't you be happy do discover a way to fly without buying fuel?
That is possible if you try flying an ultralight glider - an aircraft without engine. There are several types of gliders and in this article I'll let you know about the most important and popular of them.
Ultralight Gliders
The gliders are airplanes which can fly without without engine and fuel. They look very much like normal airplanes and can have a closed or open cockpit and various kinds of wings.
A good glider will let you soar in the sky like a bird - for hours. And the only time you need power will be the time of taking off the ground.
There are two ways to take off the glider. With the most popular method you need another airplane which has engine. The glider and the airplane are connected with a rope. Once your glider get high enough to soar freely, the rope is released and you are free. The motorized airplane can land. Thus you have to pay only for few minutes powered fly. However, obviously there is another pilot engaged in this operation.
The other method is usually more cost effective. It's called winch launching. Here you use a land locked engine which is connected thru a long rope to your glider. The which quickly picks up the glider and the pilot releases the rope when he is ready to fly on his own.
The glider prices are close to the prices of an ultralight airplane, but the glider's usage is much cheaper, because you don't need fuel. The only problem is that you must to to an airport which offers service for taking off gliders - either winch launching or thru another airplane who can take your off.
Hang Gliders
The hand gliders known also as deltaplanes are a lighter version of the gliders discussed above. They are constructed for one or two pilots and are attached directly to your body. You are freely soaring, there is no cockpit or anything like that.
The hang gliders are cheap and easy to use. You don't need other airplane or a winch launching engine to take of. Instead of that you just need to go to a high place (for example the closest to you mountain) and run for few meters on your feet. Then jump, and here you are flying!
The hang glider will also let you fly for hours as long as there are appropriate weather conditions and wind. No special education or license is required.
A brand new hang glider can be bought for about $5,000, but you can find second hand much cheaper (under 2k).
Paragliders
If you think flying a hang glider is not easier enough, I'll suggest you look at even simpler option. The Paragliders are lighter than the hang gliders/deltaplanes. Instead of having hard wing, their wing is soft and looks like a parachute. When you are done with your flying you can pick up your paraglider, put it in a large backpack and go home.
The hang glider wing needs storage place, while the paraglider can be put in your wardrobe.
The paragliders - just like hang gliders - don't need anyone to take them off. You just need to go at a high place, run, jump and start flying.
The paragliders are probably the easiest and cheapest method for flying and sky diving. A brand new paraglider can cost about $3,000. An used one can be found for less than $1000. If you really want to fly but have not done that yet, I can only ask you what else are you waiting for.
Flying for fun is possible without engine, expensive aircraft or license. It is easy, cheap and ecological.
More information at http://ultralight-airplanes.info Introduction to Ultralight Airplanes - http://ultralight-airplanes.info
The Two Most Effective Techniques for Avoiding the Most Serious Landing Mistakes Pilots Make
Under-shoot, over-shoot, skidding off the runway, wing tip strikes ... are all symptoms of mistakes made BEFORE the pilot touches down. Mistakes that are easily prevented - but not necessarily in a way you might think.
I landed at the Nuttree Airport in a Cessna 172 in 1968. I felt pretty smug. It was a very smooth landing, one of those landings that you could hear but not feel. Then a wind gust picked me up and I landed a second time on a parallel taxiway. The pilot taxiing in the opposite direction was kind enough (or perhaps stunned enough or frightened enough) to hold short of a turn-off so I could move over to the parking apron. I couldn't look him in the eye as we went past. I mumbled some excuses to my passengers that I didn't believe. I had just made the three biggest (and most common) mistakes a pilot can make when landing.
Determined to never let that happen again, I spend a great deal of time in the intervening 40 years thinking about how to avoid these mistakes. The NTSB says that a full 45% of the weather-related accidents are caused by crosswinds and gusts. I believe it. It is time to introduce some little known techniques that help prevent these accidents. But first, we should look at their causes.
Landing too fast is caused by flying the approach too fast or trying to force the airplane on the runway before it is ready. The solution is to fly a consistent approach at the same airspeed, picking a safe projected glide point (or PGP), and controlling the PGP until you land. But hold the airplane a foot or so off the runway until the airplane nose has rotated up to the landing attitude. Hold that attitude until the airplane lands. Using this technique, you will consistently land at the correct airspeed.
Failing to cross control in a crosswind leads to ground loops, being blown off the side of the runway (the MOST common cause of accidents in the United States), wing tip damage, or, in my case, flying over the infield and landing on a taxiway. To put it simply, cross controlling is using the rudder to keep the long axis of the airplane parallel to the long axis of the runway and using the ailerons to keep the airplane positioned over the runway. This guarantees that you will keep the airplane moving straight down the runway after the wheels touch.
Quit flying the plane before the plane is through flying is one of the most dangerous mistakes that a pilot could make. Its cause is lack of concentration. Its solution is good flying habits.
I was lucky at the Nuttree. If the crosswind had been coming from the opposite side, I could have been blown into a canal. Remember that just because the main gear is on the ground does not mean that there is no 'fly' left in the airplane. Also remember that if you keep the airplane just above the runway until it absolutely, positively will not fly any more, then it will an unusually strong gust to put it in the air again.
It is easy to be lulled into the bad habits that lead to these mistakes. When the wind is calm and the runway expansive, all will be forgiven. So the question is: how to keep these bad habits from developing?
Let me introduce two exercises that have helped my students far more than I could have ever imagined. They are the 'very slow Dutch roll' and the 'controlled projected glide' point. Neither is difficult or dangerous. Both simplify and strengthen any pilot's ability to land.
The very slow Dutch roll is a simple exercise done at a safe altitude. It teaches two very important skills. First the pilot learns to continuously move the stick and rudders to control the airplane as conditions change, and second, the pilot learns how to cross control the airplane in the most extreme circumstances.
Here is how to do a very slow Dutch roll. Pick a point on the horizon and hold it steady as you change the angle of bank, airspeed and flap configuration. Maintain constant altitude. Change your bank very slowly. Continue to increase the angle of bank until either the aileron or the rudder is pushed to its limit. This is the angle of bank for the maximum crosswind that the airplane can land in. The cross controlled airplane slowly accelerates to the side for a minute or two. During this time, the pilot must move the flight controls continuously as the airplane accelerates to the side - an unanticipated benefit of this exercise.
Let me tell you about the projected glide point or PGP. When you approach the runway your eye will naturally gravitate toward a point on the runway that does not move in your field of vision. The phenomenon is much like an impending collision course with another airplane: it stays still in your field of vision but just gets bigger. Well, there is always a point on the runway where exactly the same thing happens. This is the point that you would glide to if you never made that last little flair to land. This is an extremely important concept that can save you many hours of landing practice. I never heard another flight instructor talk about it but I am sure that many pilots use this technique.
You can control the PGP with power and drag while keeping the airspeed constant. To move the PGP closer to you, reduce the engine's power or increase the airplanes drag with flaps, or landing gear. To move the PGP away from you, increase the engine's power or decrease the airplane's drag.
Put the two concepts together to make consistent, safe landings. Once established on final, use the center line of the runway as your reference point for very slow Dutch rolls. Use the ailerons to move the airplane from side to side and the rudder to align the airplane with the runway. Put the PGP in the same place every time. I recommend the runway threshold. Consciously continue cross controlling until the airplane slows to a taxi.
These two simple techniques will get you to the same place on the runway every time in a landing configuration that compensates for crosswinds or gusts until the airplane is going so slow that you can taxi to parking.
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Are The Wings On An F-14 Tomcat Under Pilot's Control?
This is something I have been wondering about for some time now and I hope someone here can help me. The F-14 Tomcat has the swept back wings and I know as the speed increases the wings are swept back. What I am wondering is, are the wings under the pilot's control when they get swept back, or do they do that automatically? Same thing when the plane decreases in speed, do the wings come back out or does the pilot have to push a lever, a button or what?
If you can help me out, then I would love to hear from you.
Thanks.
Well, it's moot as the F14's out of service but the answer is: both. Normally it was computer controlled, one less thing the stick has to worry about when fighting the jet, but there was a wing-sweep control so he could override/adjust it.
The 'Vark had manual sweep IIRC, and I know for a fact the Flogger did. The Flogger had three positions: approach/dogfight/max sweep.
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