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Engines
Q. What can happen when a liquid-cooled, two-cycle engine is run outside its normal operating temperatures?

A. Liquid-cooled engines can overheat for a number of reasons, such as coolant not at proper levels, a leak, a failed water pump, or a blockage of the radiator. Operating an engine above its maximum design temperature can cause a loss of power and detonation. It will also lead to serious permanent damage, such as scoring the cylinder walls and damaging the pistons and rings. Monitor the engine temperature instruments to avoid high operating temperature.

Running the engine lower than its designed temperature range can cause piston seizure and scoring on the cylinder walls. This happens most often in liquid-cooled engines in cold weather where large radiators designed for summer flying may need to be partially blocked off.

Powered Parachute
Q. What tips do you have for trailering my PPC?

A. Trailers may be used to transport, store, and retrieve powered parachutes. The PPC components should fit snuggly without being forced, be guarded against chafing, and be well secured within the trailer. Once the loading is completed, take a short drive, stop, and check for rubbing or chafing of components.

Prior to taking the trailer on the road, inspect the tires for proper inflation and adequate tread; check all lights to make sure they are operating; ensure the hitch is free moving and well lubricated; make sure the vehicle attachment is rated for the weight of the trailer; and check the vehicle and trailer brake operation.

When using a trailer, there are other precautions to note. First, avoid towing with too much or too little tongue weight as this causes the trailer to fishtail at certain speeds, and it may become uncontrollable. Second, take care when unloading the PPC to avoid damage.

Weight Shift Trike
Q. What is the effect of a headwind on final approach to landing?

A. A headwind plays a prominent role in the gliding distance over the ground. Strong headwinds decrease the glide. To account for a steeper glide in a headwind, the base leg must be positioned closer to the approach end of the runway than would be required with a light wind. Therefore, the base leg must be made closer to the runway to land in the intended area in a headwind. However, if more headwind is experienced during final approach, increased power is required to make the intended landing area.

Of course, the pilot does not have control over the wind, but one may correct for its effect on the aircraft's descent by adjusting the base leg of the pattern. The wind can vary significantly at different attitudes and locations in the pattern. If the pilot does not notice the headwind until the base leg, the base leg should be cut short and the pilot should head toward the runway sooner. This would provide the best possibility of making the runway if there is an engine failure in this situation.

Additionally, during strong headwinds, more energy (power and airspeed) should be used since the wind gradient (slowing of the wind near the ground because of the friction of the ground) could reduce the airspeed and cause a stall on approach near the ground in higher winds.

Fixed-Wing Airplane
Q. What are the requirements for pilots regarding printed aeronautical charts?

A. There is no FAR that requires carrying a printed sectional chart while flying a small aircraft. Large and turbine-powered multiengine aircraft are required by FAR 91.503 to carry charts in the plane.

The FAA does require a pilot to take certain preflight actions per FAR 91.103. A sectional map is a useful tool that can be used to meet these requirements. Also, you must be able to navigate to your intended airport and an alternate airport if your intended airport should close while in flight. It is common and a safe practice to have an updated sectional chart on board the aircraft.

With the capabilities of modern portable GPS units, many people use them as a primary navigational tool when flying VFR. Some GPSs even have a built-in database that can give the airport information that 91.103 requires pilots to check. Most believe in carrying a sectional map as backup in case the GPS should stop working while in flight.

Click here to read what the FAA policy is for carrying current charts.

Ten years ago Dan Johnson encapsulated the previous 20-year history of the CGS Hawk and the role of its designer, Chuck Slusarczyk, in the evolution of ultralights and light planes. He and Chuck were both involved with hang gliders before ultralights even existed. Read the article.