Selected Aerotrekking Images from the Sky Gypsies

This was taken while exiting a small canyon on north of Highway 80 at Granite Gap about 10 miles south of I-10 in New Mexico. The spreading dark serpentine drainage's contrast with the light grasses, while across the valley in the background stands Portal Peak (8000') and the entrance to Cave Creek Canyon on the east side of the Chiricahua Mountains in southern Arizona.

Are We Green?

Why yes we are green, and not only on St. Patrick’s day. Flying a weight shift control light sport aircraft is an ecologically sound way to see the country side. The 4 cyldinder 4 cycle Rotax 912 engine uses lead free automotive fuel, not aviation fuel so there are no lead emissions that would accompany a general aviation aircraft. In addition, automotive fuel contains a certain percentage of ethanol part of the year so again lower emissions. Air Creation’s Tanarg burns about 2.5 gallons/hr., combined with a hands off cruising speed between 65-70 results in about 40 miles to the gallon, better than most cars.

Unlike 4 wheel drive vehicles, ATVs, and dirt bikes, a weight shift control aircraft never touches the ground eliminating the erosion problems associated with wheeled vehicles or foot traffic. These highly maneuverable aircraft are intended primarily for recreation but have found many other uses such as migration training of endangered bird species.

On the Theme of 1920's style aviation with 21st Century Technology in Open Cockpit Weight Shift Contol Aircraft

On the theme - 1920's style aviation with 21st century technology in open cockpit weight shift control light sport aircraft.

Advantages of Being Seen as a Threat by the Border Patrol or Having a Personal Emergency Service

With the perceived increase in smuggler traffic, especially those crossing the border in light sport aircraft, flying around the Boot Heel of New Mexico can get pretty interesting at times. One of the side effects of this increase in aerial traffic is the Border Patrol’s increased awareness. Border Patrol visits are a regular occurrence at the Sky Gypsy Complex when someone is up flying. The visiting agents are generally unknowledgeable about the aircraft, its capabilities, or requirements and require some briefing before they begin to understand. What is unfortunate for them is that they get calls about us on a regular basis and an agent is dispatched to drive down from Lordsburg or up from Douglas and then around the Boot Heel looking for us. While some pilots may bristle at the idea of the Border Patrol watching them fly, there is a different way to view the situation. If I were to experience an engine failure or have some other problem that required landing out some place I can be assured that assistance will arrive promptly where ever I land, and this is a good thing. With 1200 square miles of big empty open E class airspace over the high desert, landing out in some remote area is always a possibility. But with the Border Patrol following us around watching us fly we have a built-in safety net. While I’m out Aerotrekking or taking pictures and filming in some remote area I can be assured that the Border Patrol has my back.

Look What we Found, it Just Fell out of the Sky

Click to enlarge

There are sail plane races in Wilcox starting today and look what dropped out of the sky at Amigos del Cielo. Hey we found it, it must be ours now. The glider pilot made the first turn at Lordsburg and was headed south when the lift disappeared. Apparently 2 other pilots ended up at the Lordsburg airport. Don't know how many sail planes may be scattered across the countryside when the lift gave out but the pilot of this aircraft was waiting for a trailer to pack up and return to Wilcox.

Weight Shift Control Makes it to the Big Time

Airbus has 2 patents (1 pending, 1 granted) which involve the use of weight shift control on their commercial aircraft. The first patent relates to wing warping using the position of the winglets to change the torsional forces altering the wing shape in flight. While the second patent application involves the redistribution of fuel between tanks in the wings, belly, and tail to achieve weight shift control of pitch and roll. Designed as an emergency system in case of complete loss of the primary control system, weight shift control of an airliners flight path could also be achieved by having passengers run to the front of the aircraft to achieve a nose down attitude or to the back of the aircraft to bring the nose up. Then of course side to side for roll. I prefer the 2 energy management systems on a weight shift control aircraft, the control bar (for storing energy in the wing) and the motor for providing thrust.

Sport Pilot Training - Maneuver checklist

In preparation for the Sport Pilot practical test students will have been practicing the PTS maneuvers, but it has been my experience that many can not remember the parameters of each maneuver. Whether it is the pressure to perform or they have not understood the maneuver it can become a problem. Everyone wants to shine when flying and not appear incompetent, especially to the Designated Pilot Examiner, so what methodology can be developed to help students with this problem?

The PTS requirements are straight forward and if the student finds they can not remember the names of the maneuvers or the parameters the solution is simple. Suggest they use something the FAA likes to their advantage. The FAA is big on checklists, they like checklists and believe them to be useful pilot tools. Unfortunately in open cockpit weight shift aircraft their usefulness can be debated but never the less there is nothing in the regulations I can find preventing a student from creating a PTS maneuver checklist and taping it to the dash or front tube. Have them put as much information on it as they like. Then during the practical test all they must do is follow the directions in front of them. In one fell swoop they have demonstrated good aeronautical decision making by using a check list and they have descriptions of the PTS maneuvers in front of them during the test. You can't make it any simpler than that. The other day I had another student who kept busting the maneuvers, I suggested he do this and it worked, he stayed within parameters. Eventually the student will remember the maneuver and not need the checklist crutch.

Life in the Bubble or Living on Rodeo Time

Many have suggested that everything moves slowly in Rodeo and projects never seem to be completed within the allotted time span. Like the Deep South before air conditioning when life was lived at a much slower pace it lead to the belief that southerners were genetically predisposed to laziness and sloth, but here in the valley this belief manifests itself in frustration, anger, and recriminations generally resulting in misunderstandings and hurt feelings. There is an alternative explanation for these observations that does not require blaming individuals and several indirect lines of evidence support the notion that time is actually slowed in the area around Rodeo and Portal.

The idea is that this area of the San Simon Valley exists in a bubble which is moving at close to the speed of light relative to the rest of the planet. By traveling at close to the speed of light time would slow inside the bubble. If true it would not only explain why things appear to take forever but would be an empirical validation of Einstein’s theory of relativity.

I’m not suggesting that the San Simon Valley is visibly physically moving nor am I suggesting the bubble itself is visible. No, just the effects of moving at close to the speed of light can be detected in the way things work here.

But what lines of evidence are consistent with this notion?

1. By September last year, 5 residents of Portal had turned 90.
2. There are a high number of academics with PhDs in the area. With no University the question becomes why would they congregate here in the middle of nowhere?
3. There are a number of Astronomers and telescope facilities in the valley, again out in the middle of nowhere.
4. Mail service is slow and inconsistent.

The number of people who are advanced in years is disproportionate to the areas low population density. Portal has few residents and consists only of a café/motel and a post office.

The high number of academics could be the result of some ones discovery of the slow time bubble at some point in the past. Of course they would share the information with their friends who would also want to take advantage of longer life spans by moving to the bubble. The end result would be a high number of academics in the bubble all enjoying long life spans.

The number of Astronomers and observatories while consistent with the dark skies found here, it is also consistent with the explanation given above.

It has been noted that priority mail from the bubble takes several days longer to reach its destination then when mailed from Lordsburg or Douglas (which are outside the bubble). Just the time a letter spends sitting in the post office before moving out results in days passing outside of the bubble where time is moving faster, the end result being late mail.

This notion also has the added benefit of explaining why some people are concerned about the light sport aircraft and aviation activities in the valley. Their concerns must stem from a fear of the aircraft poking holes in the bubble and letting out the slow time which would adversely affect their life span. But since it is possible to cross the boundary in cars without creating permanent damage to the bubble, aircraft do not pose a threat to the slow time found here.

This has been an exercise in circular reasoning which can also be found here in the valley and seems to be a specialty of student pilots.

Time Sensitive Materials and Sport Pilot Testing

A student preparing for the Sport Pilot Practical exam is required to bring a number of materials with them to the test and the Practical Test Standard (PTS) lists these materials.

The materials are:

ACCEPTABLE AIRCRAFT
Aircraft Documents: Airworthiness Certificate, Registration
Certificate, and Operating Limitations
Aircraft Maintenance Records: Logbook Record of Airworthiness Inspections/Safety Directives
Pilot’s Operating Handbook or FAA-Approved Flight Manual or
Manufacturer’s Operating Instructions
PERSONAL EQUIPMENT
Current Aeronautical Charts
Flight Logs
Current AFD and Appropriate Publications
PERSONAL RECORDS
Identification—Photo/Signature ID
Pilot Certificate
Medical Certificate or Driver’s License
Completed FAA Form 8710-11, Application for an Airman
Certificate and/or Rating—Sport Pilot
Airman Knowledge Test Report
Logbook with Instructor’s Endorsement
FAA Form 8060-5, Notice of Disapproval (if applicable)
Examiner’s Fee (if applicable)

The Designated Pilot Examiner (DPE) is not required to provide any testing materials and frequently a problem arises with materials the student brings which are out of date. Both the Sectional and the airport facilities directories (AFD) are time sensitive documents having specific expiration dates. Before the test can begin these documents should be checked to make sure they are current. If not current, there is a problem and this problem must be solved before testing can proceed. A student can solve the problem by using current online versions of sectionals and the AFD. I have provided links in the sidebar under weight shift aviation links to an online source for sectionals and the FAA’s AFD updates. So, if you arrive for the test with outdated materials get online and use the current materials in conjunction with the expired materials.

Farewell to John Beaman

John Beaman's ashes were spread yesterday by friends from a trike flying over the desert north of Phoenix. The video may be seen on YouTube.

Nomenclature - Sport Pilot Training

Had an interesting experience this morning. I was flying with a student who was preparing for their practical test. We had been up for about 45 minutes and had completed a review of the Sport Pilot Weight Shift Control Practical Test Standards flight maneuvers in accordance with 61.311 in preparation for the practical test. I asked him to return to the field and demonstrate a steep approach for a landing with a specific touchdown point he could pick. Well, things got confused at that point since at mid field the student cut power and began a steep turning dive for the runway. "Well this is interesting" I thought. Since there was no other traffic in the vicinity lets see what happens. At about 20 feet over the runway I called for full power and the student immediately complied and climbed back out. Once back at pattern altitude I repeated my request for a Steep Approach for the landing and suggested the end of the runway might be more appropriate. The student continued downwind in the pattern announcing his landing spot but again cut power and began a steep turning dive. He rounded out, got centered over the runway, and touched down with a little bounce. Not to bad but not what I had requested. We went back to the hanger and discussed the maneuver. It turns out that he interpreted my request for a steep approach, which is defined by the Practical Test Standard, as a diving turning approach which he had never been taught. This resulted from the reading materials he had been using. His reading materials had been published during the transition period and the terminology was not 100% consistant with the PTS. While there are many resources available for student weight shift pilots the terminology found in the PTS is what counts during the flight portion of the Sport Pilot practical test. The DPE will ask for specific maneuvers with specific terminology. Failure to perform the maneuver according to the PTS will result in a pink slip. So the moral of the story is the PTS is the FAA’s guidebook, not something that was purchased since it may or may not have the correct terminology. Students should avail themselves of the resources the FAA provides when preparing for the practcial test. No pilot looks good in pink and the paperwork is a bitch.

I then went back to the house, showered and changed out of my soggy underwear. We will finish the landings review later.

1920's Style Aviation with 21st Century Technology

This is what it is all about. Wind in your face open cockpit aviation.

The Rodeo Roundup - 5/18/09

It’s been a busy couple of weeks. We are down to 3 students on site and a fourth just completed his training and passed his Sport Pilot practical test with the DPE here. It has been a windy spring but we manage to fly most everyday generally in the morning. A couple of the Sky Gypsies flew in this morning from out of town. They are planning to stay awhile and get some weight shift flying time in.

When Charles Lindbergh Came to Town (Lordsburg)

La Marca, Jeanne. 2007. Lindbergh, Lordsburg, and Airports. Bootheel Magazine. pg 12.

The closest “city” to Rodeo is Lordsburg about 35 miles northeast (it is closer than Douglas). It is home to New Mexico’s oldest airport and was also a stop on Charles Lindbergh’s goodwill tour in 1927. On September 24th 1927, about 5 months after his Trans-Atlantic flight the Daniel Guggenheim Fund sponsored Lindbergh’s good will tour of America. Lindbergh circled the country landing in all lower 48 states and stopping at 92 cities including Lordsburg. His visit to Lordsburg was short, about half an hour but remembered.

The Lordsburg flying field was opened to aircraft on December 18th 1924 and official airport opening ceremonies were held on Labor Day 1926. Activities included an air race from Lordsburg to Hachita and back.

Registered Airports of Rodeo New Mexico

There are 3 registered airports south of I-10 in the 320 square miles of the San Simon Valley and all are located near Rodeo.

The Rodeo airport is operated by Rick and Cleo Chamberlain the owners of Chamberlain Aviation who are both CFIs and Rick is an A&P mechanic. They cater to mostly fixed wing traffic but many weight shift students use the Rodeo Airport as a way point on their cross country.

Mystery Well Ranch is a private strip on the sectionals.



Finally, Amigos del Cielo, home of the Sky Gypsies is an airpark dedicated to light sport aircraft.

Flight to the Playa

Above, Looking West towards Animas New Mexico
Below, Student on Cross Country, Headed South

Flew east past Animas New Mexcio and over to the Playa yesterday morning to take video and still photographs. A student was also on their cross country and I found them in Playas Valley. I captured several photographs of the student in transit but only 1 was acceptable, above. The other photographs from the flight are in the sidebar aerial pictures or just go straight to the photograph hosting site.

After I had returned and finished my post flight, a border patrol agent drove up. I had seen him on my way back from the playa driving along highway 9. Apparently someone had called the Lordsburg office to say there was a light aircraft flying east and he had been dispatched to drive around the countryside looking for me or the student, he finally found me. Apparently there had been another incursion up Animas Valley from Mexico the previous night, so he was sent out to see if this were part of that event. I gave the usual indoctrination spiel about registered aircraft, pilot’s license, CFIs, DPEs, student training, and recreational aviation. Then invited him and his coworkers to come out and take an introductory lesson. Well, we had a nice chat and he departed with a little more information about weight shift control light sport aircraft. At some point they will pop for the introductory lesson and then we can show them how training and experience results in competent pilots.

As I noted in the previous post Smugglers in Trikes weight shift control aircraft are being used to smuggle drugs into the US. Photographs of the recovered aircraft show pretty rickety aircraft which did not look airworthy, missing nose cones and home made front forks, overall pretty scary looking aircraft. It is surprising they made it as far as they did.

Pronghorn Antelope (Antilocapra Americana) - Species of the Day

Below is a single male (top) with the characteristic black cheek pouches and 2 females. Photographed east of the mouth of Horseshoe canyon, Chiricahua Mountains, on the east side of Highway 80.


The pronghorn antelope (Antilocapra Americana) is found throughout the
western United States. In the San Simon and San Bernadino Valleys straddling the Arizona New Mexico border Pronghorn can be found in the open grasslands. The only species in the family Antilocapridae, pronghorns have characteristic branched keratinized horns which are shed yearly leaving only the bony core. An individuals range will cover 20-40 square miles but they will congregate into herds. Males will collect harems of 3-8 females prior to mating. Generally one or two fawns are produced in the in late spring or early summer. Pronghorn can be found in the vicinity of Rodeo at the base of the Peloncillo Mountains.

The Pilot’s Handbook of Aeronautical Knowledge - Free Copy

Everybody wants to sell you something and during training this can be overwhelming. Everybody seems to have the answer, but at a price. Well, in the FAA system they provide the resources and as a student pilot you need resources to pass the tests. A prime example is the Pilot’s Handbook of Aeronautical Knowledge. This is one of the books referenced in the practical test standard and the FAA draws questions from this book for the written test. It stands as a basic reference text for student pilots. For example, a student asked how to calculate course corrections due to wind. I pulled up the relevant chapter on navigation and showed him. Cost nothing and was easy to do. So wouldn’t you like a copy? Better yet wouldn’t you like a free copy? As a tax payer you already paid for the book and you can download as many copies as you want. There is a link in the sidebar to the site or just click on the link above.

Geology of Granite Gap, Peloncillo Mountains

Above. A view looking west along Highway 80 bisecting the Peloncillo Mountains at Granite Gap. The entrance to Cave Creek Canyon can be seen on the right side of the photograph in the Chiricahua Mountains in the background.
Below. A view off the wingtip looking north from Highway 80 to Granite Peak which rises 1500' above the floor of the valley.


The intrusive granite in Granite Gap occupies approximately 1.5 square miles consisting of an east/west oriented upfaulted block. It is bounded by steeply dipping faults on the north and south but sinks beneath the valley aluvium on the east and west. It is presumably precambrian and is overlain by cambrian Bolsa quartzite. The granite has intruded into younger Mississippian aged sedimentary rocks and along the margins where numerous small mining operations removed copper, lead, zinc, silver, and tungsten.

References

Gillerman, E. Bulletin 57, Geology of the Peloncillo Mountains, Hidalgo Dounty, New Mexico and Cochise County, Arizona. 1958. State Bureau of mines and mineral resources New Mexico Institute of Mining & Technology . Socorro, New Mexico pp 152.

This is not an ultralight trike

The aircraft pictured here is familiar to many but do you know what it is? At first glance many would respond, “well it’s an ultralight trike“. But according to the FAA it is a weight shift control light sport aircraft. At this point those who have been flying trikes sneer and say bull, it’s an ultralight, has been always will be. But that is incorrect, the aircraft pictured below does not meet the definition of an ultralight. To be an ultralight and therefore require no training or license it must meet the requirements of FAR 103, that is:

1. Weight less than 254 lbs.
2. Hold no more than 5 gal. of gas.
3. Its top speed at full power in straight and level flight must be no more than 58 knots (65 mph).
4. Its stall speed must be no more than 24 knots (28 mph).
5. Has a single seat.

If it meets these requirements then it can be called an ultralight (and is considered a “vehicle” in the regulations). If it busts any of the requirements listed above it is considered an aircraft. Under the old FAA exemption the 2 seat aircraft were permitted to fly under a training exemption but were not considered ultra lights and the pilot in command would have held at least a basic flight instructor rating so they could have a student on board. The rising popularity of the larger faster aircraft was one of the reasons for the Sport Pilot rule.

So where does this particular aircraft fall short of being a vehicle?

1. It has 2 seats, front and rear (the rear seat is covered in the photo).
2. It carries 10 gal of gas.
3. It has a top speed above 65 mph, in fact the VNE is 87 mph on this single surface wing.
4. It weighs over 300 lbs.

So the aircraft pictured does not qualify as an ultralight vehicle but is instead an aircraft and to legally fly it requires training and testing under the supervision of the FAA.

The Students Question of the day - What is a Whip Stall and Tumble?

After his lesson this morning with Neil, a student came up and asked “What is a whip stall and tumble”? Well, section VIII. Area of operation: Slow flight and stalls, C. Task: Whip stall and tumble awareness (WSCL and WWSCS) of the practical test standard requires the applicant’s knowledge of whip stalls and tumbles be evaluated through oral testing not practical demonstration, so no worries. The student should be able to give an explanation of whip stalls and tumbles and how to avoid them. While Air Creation and other manufacturers prohibit any power-on stall maneuvers (including whip stalls) in weight shift control aircraft some folks have actually published some research and are not hand waving. Drs. Guy Gratton and Simon Newman from the UK explored the phenomena of tumbles in wind tunnel tests. They describe the tumble phenomena as “a pitching departure from controlled flight which leads to a pitch autorotation that is generally unrecoverable – resulting in vertical ground impact, usually preceded by in-flight breakup (the mechanism for which, surprisingly, can sometimes prevent loss of life)”. Specifically, “The mode is a nose-down pitching departure from controlled flight, leading to a pitch autorotation at rates up to 400°/s.” Initiating the tumble requires rotation about the whole aircraft’s center of gravity (CG) and not the wing’s CG or hang point as is normally the case in a power-off stall.

One of the causes, the whip stall. “The whip-stall is an aggressive entry to the aerodynamic stall (pushing the bar out aggressively to achieve a high deceleration rate, well in excess of the 1kn/s normally recommended), followed by an equally aggressive recovery initiation by the pilot (pulling in the control bar rapidly).” A whip stall can be induced by adding power allowing the aircraft to climb, then pushing out rapidly on the control bar to the base tube. At the highest angle of attack the throttle closed and the control bar is pulled in and the aircraft begins to rotate nose down. What the pilot has done is to surpass the critical angle of attack quickly before the stall occurs and then reduces thrust to make the situation worse.

So where is situation this likely to occur? The most obvious scenario is at take off. Allowing the aircraft to become slow or maintaining a high climb angle would put the pilot at risk. So it would seem prudent to keep the airspeed up and climb angle down. If you have an engine out on take off, with a smaller climb angle you will have the airspeed to recover. The second obvious place is practicing stalls. Remember the manufacturers limitations and no power-on stalls, and avoid aggressive bar movement unless required by atmospheric conditions.

Finally, the authors also identify several other possible modes of tumble entry including failed aerobatics, loss of spiral stability in IMC conditions, and flying through your wake at steep bank angles. So one, follow manufactures limitations and no aerobatics, two if you encounter IMC conditions get out (this is in the PTS), and three maintain good positive control in steep banks to prevent unanticipated rolls if you fly through your wake. It is important to note that US manufacturing requirements call for a safety cable in addition to the hang bolt. This reduces the risk from in flight breakup since a redundant system attaching the wing to the trike exists. Now you have one more resource for the oral part of the practical exam and if the DPE asks pull up the references.


References

The Tumble Mode-Where Pilots Fear to Tread
Towards the Tumble Resistant Microlight
The “tumble” departure mode in weight shift-controlled micro light aircraft

A Piece of Aviation history in the San Simon Valley or When the Airlines Came to Rodeo New Mexico (kinda)

One might suppose that the somewhat isolated and remote boot heel of New Mexico would have an uncomplicated history but that is not the case. Because of its remote location transportation has played an important role in the valley’s history and development. An early map of the region shows a “coyote trail” running up the center of the valley, now replaced by Highway 80. Later came the railroad, the El Paso and Southwestern, connecting the valley to El Paso and Douglas and Bisbee. But little is known about the aviation history of the valley. Modern ranchers rely on aircraft and helicopters for many ranch operations and it is not uncommon to see a helicopter herding cattle somewhere in the valley. There are 3 registered airports in the valley and numerous airstrips on individual ranches. But what of early aviation in the valley? The first airport in the San Simon Valley was established by 1930, appearing in the early airport facilities directory. Named the Pratt Intermediate field the name was changed to the Rodeo Intermediate field in the early 1930’s. The Rodeo Intermediate field was part of the Department of Commerce’s early support system for the growing commercial aviation industry. The field, located on the west side of Antelope pass is still marked with a large red diamond and arrow pointing to El Paso and these aerial direction indicators can be found at other intermediate fields. There are 2 runways still visible, a north/south runway reported to be 3,140’ and an east/west runway 3,950’. On the southeast side of the runway intersection are several building foundations and a tank stand. Across Highway 9 is an old dump with remains of lighting, batteries, and other detritus from the airfield operations.

During World War II the airfield became part of the Army Auxiliary field system and was used by military aircraft. At some point after the war the airfield was abandoned and left for nature to reclaim.



Below is a short slideshow documenting the Rodeo Intermediate field and the southern route of Standard Airlines.

The Time Warp, no I mean the Gleim work

With all apologies to the lyricists and all those involved with the making of Rocky Horror Picture show I offer the following to those students who are preparing for the practical test. If you already have your Sport Pilot license but feel somewhat pressed by the new system just close your eyes and sing this song. Better yet visualize your FAA safety inspector dressed as Dr. Frankenfurter.

(Riff Raff) It's astounding
Time is fleeting
Madness takes it's toll...

(Magenta) Ahh...

(Riff Raff) But listen closely...

(Magenta) Not for very much longer...

(Riff Raff) I've got to keep control.
I remember doing the Time Warp Gleim work.
Drinking those moments when
The blackness would hit me.

(Riff Raff & Magenta) And the void sky would be calling.

(Guests) Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.

(Narrator) It's just a jump to the left.

(Guests) And then a step to the right.

(Narrator) With your hand on your hips.

(Guests) You bring your knees in tight.
But it's the pelvic thrust.
They really drive you insane.
Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.

(Magenta) It's so dreamy
Oh, fantasy free me
So you can't see me
No not at all.

In another dimension
Is the FAA with voyeuristic intention.
Well secluded I they see all...

(Riff Raff) With a bit of a mind flip...

(Magenta) You're into a time slip...

(Riff Raff) And nothing can ever be the same.

(Magenta) You're spaced out on sensation.

(Riff Raff) Like you're under sedation.

(Guests) Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.

(Columbia) Well, I was walking down the street
Just having a think
When a snake of a guy
Gave me an evil wink.
Well it shook me up
It took me by surprise
He had a pick-up truck LSA
And the devil's eyes
He stared at me
And I felt a change
Time meant nothing
Never would again.

(Guests) Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.

(Narrator) It's just a jump to the left.

(Guests) And then a step to the right.

(Narrator) With your hands on your hips.

(Guests) You bring you knees in tight.
But it's the pelvic thrust...
That really drives you insane
Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again

(Columbia) Ah! Oh! Oh! Yeoooww...
Ahhhh.

(Guests) Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.

(Narrator) It's just a jump to the left.

(Guests) And then a step to the right.

(Narrator) With your hands on your hips.

(Guests) You bring your knees in tight.
But it's the pelvic thrust
They really drive you insane.
Let's do the Time Warp Gleim work again.
Let's do the Time Warp Gleim work again.

In light of the above, I would like to pose a hypothetical. Are there regulations in the FAR that would require a PIC to wear fishnet hose and stiletto heals while operating a LSA? Or better yet is their anything preventing it?

Not a Sky Gypsy

While gypsies of various ethnicities can be found around the globe Sky Gypsies are a unique group. For example this gypsy from India is not a Sky Gypsy, but this is a Sky Gypsy. Sky Gypsy photograph by Dawn Kish.

Airspeed and Energy Management: The Difference Between Flying and Falling

Flying and falling are completely different sensations. Falling has a sickening gut wrenching vertical component while flying has a wind in your face horizontal component that feels relaxing. In most aircraft the difference between the 2 is marked on the airspeed indicator and student pilots are taught to keep track of airspeed and not to transgress the boundary while in the air. Aircraft with large speed envelops can fly pretty much at whatever speed they choose, but in weight shift control (WSC) aircraft it is a completely different proposition. There are really only 2 conditions a pilot can experience in the air, flying and not flying, and not flying translates into falling so an airspeed indicator is somewhat superfluous because most people can easily tell the difference without any training. Although found on many WSC aircraft they generally add to the flash and glitz of the aircraft but unless specified on the manufacturers minimum equipment list or required by the operating limitations it is not required on WSC light sport aircraft. In addition, unless calibrated, an airspeed indicator is of little use since indicated airspeed and calibrated airspeed can vary greatly, I‘ve seen 10-15 mph differences. When your cruise speed is 65 mph and stall is in the low 30’s a 10 mph difference is pretty large so many WSC pilots rely on the feel of the aircraft and bar position to gauge airspeed generally asking themselves “do I have good control authority?” Which translates to “am I going fast enough to avoid that sickening gut wrenching feeling of falling“? If flying straight and level at cruise power there is little concern but slow flight and stalls (both part of the practical) require the pilot to know their airspeed and avoid falling (or arrest the fall in the case of stalls).

Since an airspeed indicator is required for the practical test a candidate will have to watch this instrument to maintain airspeeds within the parameters defined in the PTS during the flight portion of the practical.
Also, if your someone who flies around with the bar pulled in and a higher throttle setting then you will probably be cruising at a speed higher than the manufacturers maneuvering speed. When you hit rough conditions and want to avoid overstressing the airframe it might be a good idea to let the bar to trim and go with the flow.

Finally landings, how fast should they be?, well fast enough. Again good control authority is required to keep a landing from becoming a low altitude fall. And remember gravity always wins , so don‘t sweat the program.

In Remembrance

A long time weight shift pilot who was a CFI and DPE passed away the other week. John Beaman had been flying trikes for many years having started out like so many others flying hang gliders. He became a motor head at some point along the way and trained a number of new pilots first as a basic flight instructor then as an advanced flight instructor under the old FAA exemption. With the advent of Sport Pilot, John became a CFI and was then appointed as a Designated Pilot Examiner by the FAA for weight shift control aircraft. His training school, Cloud Base Ultralights, was in Oregon but he had recently moved operations to Phoenix Arizona after an illness. John was not one to let a major illness slow him down or interfere with flying. He continued to teach and test new pilots through his illness. Unfortunately, complications related to his original illness overwhelmed John and he passed away.

John can be seen in this video and these 2 videos sharing his knowledge about these unique aircraft.