http://forums.jetcareers.com/ en Sat, 21 Nov 2009 01:00:12 GMT vBulletin 250 http://forums.jetcareers.com/images/misc/rss.jpg http://forums.jetcareers.com/ http://forums.jetcareers.com/technical-talk/98682-vacuum-failure-dual-pumps.html Fri, 20 Nov 2009 23:40:09 GMT What would cause a vacuum system failure in an airplane with 2 vacuum pumps, say, in a C172R? As a follow up question, what would cause a partial panel situation in such an airplane? What would cause a vacuum system failure in an airplane with 2 vacuum pumps, say, in a C172R? As a follow up question, what would cause a partial panel situation in such an airplane? ]]> Technical Talk Louie1975 http://forums.jetcareers.com/technical-talk/98682-vacuum-failure-dual-pumps.html http://forums.jetcareers.com/technical-talk/98565-weather-question.html Thu, 19 Nov 2009 02:19:59 GMT Yesterday while flying south of Dallas-Fort Worth, I noticed something that I frequently see when flying.

It's the layer between the clear skies above and the haze below. Anyone know what that is called?

It often is the area where small clouds develop, and this day was no exception. Perfect visibility on top, this VERY DEFINED LINE (almost like a higher horizon), and terrible visibility (and a different color to boot!) below. Clouds developed throughout the day yesterday on this line, but there was NO vertical development at all.

I notice this "fake horizon" on other days, too, but clouds don't always develop there. BUT if they are going to develop, I know where to find them...right on this line. But it's always a different color on top vs. below (good visibility vs. poor).

Saturation line? Dew point line? I'm trying to trick you into thinking I'm the earth even though I'm not line?

]]> Technical Talk stormchaser http://forums.jetcareers.com/technical-talk/98565-weather-question.html http://forums.jetcareers.com/technical-talk/98366-filing-below-mea.html Mon, 16 Nov 2009 02:07:02 GMT There seems to be some debate amongst some fellow CFIs about whether it's legal to file for an altitude that is below the MEA pending that you can use your IFR-certificed GPS to fly the airway.

What say the JC crowd? ]]> Technical Talk meritflyer http://forums.jetcareers.com/technical-talk/98366-filing-below-mea.html http://forums.jetcareers.com/technical-talk/98295-1979-172-rg-low-voltage.html Sat, 14 Nov 2009 16:34:27 GMT I've been unable to fly for over a week now due to an electrical problem with the 1979 cessna 172 rg im flying for my commercial. Everytime I put the gear up after takeoff the alternator appears to kick off (low voltage light on, no charge on ampmeter). MX has said they had it 'fixed' several times only to find the problem still exist. I think they are now thinking of getting a new electic motor for the electro-hydraulic gear system. Any ideas?

Also when the alternator kicks off it does not pop a fuse. My thought was that if the electric gear motor was drawing to much it would pop a fuse and then kick the alternator off line. that doesn't happen. ]]> Technical Talk d_mckerrow06 http://forums.jetcareers.com/technical-talk/98295-1979-172-rg-low-voltage.html http://forums.jetcareers.com/technical-talk/98153-question-lift.html Thu, 12 Nov 2009 04:02:53 GMT Dear Fellow Aviators, I was taught in school that lift is created because of the fact that the upper camber has more area than the lower camber and since air when it parts wants to meet together at the trailing edge of the wing, the air on the upper camber increases its velocity to catch up to... Dear Fellow Aviators,
I was taught in school that lift is created because of the fact that the upper camber has more area than the lower camber and since air when it parts wants to meet together at the trailing edge of the wing, the air on the upper camber increases its velocity to catch up to its counterpart in the lower camber and this creates a lower pressure on top and lift is created. but I am reading myself now and I noticed that it says that the air velocity increases because when we increase the angle of attack, the effective upper cross-sectional are of the airfoil is increased and the effective lower area is decreased, this reduces the area of the airflow over the top surface and with that in mind putting law of continuity AreaxVelocity=constant, when the air area of flow reduces, its velocity must increase to keep a constant, and when the happens, Bernoulli principles states that when velocity increases pressure decreases causing a lower pressure on top and thus creating lift.
So I am confused on which one is right? 2nd one makes alot of sense but I was taught different, or is it the same thing both explanation. Just wanted to clear stuff.

Greatly appreciate it,
Sandesh ]]> Technical Talk Sandesh http://forums.jetcareers.com/technical-talk/98153-question-lift.html http://forums.jetcareers.com/technical-talk/98150-vacuum-pump-alternator-q.html Thu, 12 Nov 2009 03:35:09 GMT What's the difference between a dry vs. wet?

I'm studying for my multi comm and the BE76 is a dry pressure type, what does the pressure mean?

I know dry fails more quickly, a wet pump fails slowly but that's about it.

Also, I was asked what's important about the self exciting feature of the alternators? Other than it provides power at low rpm, am I missing something? ]]> Technical Talk PGT http://forums.jetcareers.com/technical-talk/98150-vacuum-pump-alternator-q.html http://forums.jetcareers.com/technical-talk/98092-hot-spots.html Wed, 11 Nov 2009 03:48:45 GMT So I'm browsing through some approach charts just to brush up on some stuff and I was thumbing through the first section and came to page P1 (SC-5 chart FYI) and on the page it says in rather big bold letters " THERE ARE NO HOT SPOTS FOR SOUTHEAST TEXAS" wtf is a hot spot? the next page it goes into STAR diagrams. ]]> Technical Talk deek http://forums.jetcareers.com/technical-talk/98092-hot-spots.html