Impressive piloting

I don't often submit video to my blog that I didn't create but this was so impressive I had to do it! This helicopter rescue pilot gives new meaning to the concept of 'ground reference maneuver.'

Onwards & Upwards!

Rob Bremmer

Learning to fly from a WWII Ace

I can honestly say I learned to fly from an 'Ace' Flight Instructor. After earning my Private and Instrument License at Santa Paula airport in Ventura County,  I moved to San Diego to study Aeronautical Engineering at San Diego State University. It wasn't long before I 'supplemented' my official University studies by starting on my Commercial, Flight Instructor and Multi-Engine ratings at Gillespie Air at Gillespie Field in El Cajon, just east of San Diego My advanced instructor was an 'old guy' named Mac, who was surprisingly soft spoken and calm, and very hard of hearing, but he knew a LOT about flying and had a lot of wisdom that I and the other students soaked up each time we flew with him. Everyone just called him 'Mac.' 


One day someone said "You know, you are learning from a World War II ace!" I had not known, and looking at Mac it was hard to imagine him as a fierce fighting pilot. I pictured all fighter pilots as fierce. Mac reminded me more of a retired librarian with an extra occasional glint in his eye. Mac never got mad if we made mistake, he would just say something like "You better study some more if you want to be ready." 


One time, I was preparing to fly to retrieve a light school customer on the other side of the Julian mountains at Borrego Springs, in the desert.  A storm looked like it was brewing on the horizon. I was torn between flying and to - the weather was one of those conditions where you coudl go, but you'd better expect to be bounced around a bit. While I was preflighting the twin Duchess, Mac walked out , and looked at me then at the clouds then back at me and said "You can fly it if you want but I wouldn't go." that's all he said. I looked at the clouds again darkening over the mountains, and without another thought pushed the Duchess back onto the line and tied her down. Mac had that type of gentle effect - you listened closely to what he said, and he only needed to say it once. 


Years later the internet arrived, and one day I looked up his name on the internet and was amazed at the information I learned about my old instructor. He's now passed away but those eyes and that smile you see in the photo of the combat ace are the same as I would see when he was in his seventies and  we were lifting out of the pattern into a bright blue San Diego sky, and the props would be a little out of synch and Mac would just nudge me and roll an eye to the prop levers "prop" would be all he'd say. Now looking back at his signature 'McWhorter" line in my yellowed first log book, I smile at the skill and gentle strength exhibited by this man.


You can read more about Mac's exploits here: http://www.acepilots.com/usn_mcwhorter.html


Onwards and Upwards!


Rob Bremmer

Racing airplanes fast and low - P-51 Mustangs at Reno air races

The Amazing Production story of P-51 Mustangs

- Reno Air Races, September 2010 - 

Here is one amazing fact - the Mustang, one of the fastest, best looking and most effective aircraft of World War II went from an idea sketched on paper to flying in 120 days. Think about anything complex we try to get done in 2010 - big difference! I admire that 'Just get it done and done right, and right now!" capability. Think of how long it takes to get a permit to build a house, or how long it takes to get any new aircraft now, military or commercial, from paper to flying. This goes to show it is very possible to do things right and do it fast, too. This aircraft is proof of that fact. 


If you have never heard the roaring hum of a Merlin engine pulling a Mustang over 400 mph (this weekend, touching over 500mph) then mark your calendars for the Reno air races in September, and plan to be amazed, and plan to have a very good time.




Onwards & Upwards
Rob Bremmer

Saturday at the Reno Air Races

September 2010 - Reno Air Races!


Here we are, my brother and I watching the Reno air races. they are Amazing! If you like airplanes, and you like things that go fast, this beats it all. First, you can get right up near the action. Second, they fly fast - between 400 and 500 mph! Third, they fly low, within 50 feet of the ground. Sometimes they are so low you can see their shadows as they fly over the terrain. I'll write more later, we are heading back out there today!


Onwards & Upwards,
Rob Bremmer

Grand Canyon image from Flight Level 360

A recent trip between Memphis and Las Vegas reminded me why you should ALWAYS carry a camera and look out the window often. You just never know what you will see. This photo is worth a 1,000 words so I won't write any more at the moment!

Onwards & Upwards,

Rob Bremmer

List of planes flown

I thought it would be fun to list all the aircraft and simulators I've flown. Here is the complete list. The Aeronca Chief was by far the most fun, followed by the Great Lakes. There are memories and stories attached to each, but that can be for a later post.

Aeronca (2)

7AC (Champ), 11AC (Chief).

Aerospatiale (1)

Rallye.

Beech (7)

BE-77, (Skipper), C-23 (Sundowner), C-26 (Sierra), A-36 (turbo straight-tail Bonanza) ,

V-35A-TC (turbo-V tail), BeD76 (Duchess), B-55 (Baron).

Bellanca (3)

8KCAB (Decathalon), 7ECA (Citabria), B17-30A (Super Viking).

Blanik (1)

L-13.

Cessna (12)

C-150, C-152, C-172, C-172R, C-172S, C-172RG, C-182, C-182S, C-182RG, C-206, C-177, C-T210, C-320.

Diamond (2)

DA20, DV20 (Katana).

Great Lakes (1)

2T1A.

Grumman (5)

AA-1A, AA-1B, AA-1C (Tr2Õs), AA-5A (Traveler), AA-5B (Tiger).

Kachina (1)

Varga.

Maule (1)

M-5.

Piper (14)

PA-22-125 (Pacer), PA-28-141 (Cherokee), PA-28-151 & 161 (Warrior), PA-28R-180 (Arrow),

PA-28-181 (Archer), PA-28-181-R, PA-28R-200 (Arrow III), PA-28RT-201 (T-tail Arrow IV),

PA-24-250 (Commanche), PA-32-300 (Cherokee-6), PA-38-301T (Turbo Saratoga),

PA-30-B (Twin Commanche), PA-44-180 (Seminole), PA-31-350 (Navajo).

Robinson (1)

R-22.

Rockwell (2)

RC-112A, RC-114(Commander).

Schwieser (3)

SGS-2-33, SGS-1-26, SGS-2-8 (TG2).

Simulators (11)

ATC-510, ATC-610, ATC-710, ATC-810, Pacer Mk II, F-14-D (NASMiramar full motion and dome),

PCprograms, Macintosh programs, Frasca 141, AST-300, E-2 (NASMiramar full motion), F-14 (visual only).

Stinson (2)

108-1, 108-3 (Voyager).

Onwards & Upwards

Rob Bremmer

Flying - The Quick Escape from Los Angeles

A friend just got a job in Los Angeles. A dream job - creative, fulfilling - his work will appear in the movies, he knows it, he already knows the title of the film he is working on.

But he lives in LA, and not in Oregon. As a few of you may know, LA can get hot, smoggy and just downright annoyingly brown-skied too often.

The solution? Use a small plane, and fly to Catalina or Big Bear. In less than an hour you can be at either location!

Think it's too pricey? Nope! Here are some options:

Go out to an airport a small one, not one of those annoying time-sucking big ones, with a few hundred dollars. Get a flight instructor to take you and two friends to either destination. Have a fun day, and the flight instructor will have fun too, he or she gets to fly!

Another option: Learn to fly. Easier than you think. about $4,500 if you do it right (more on that subject - if you ask), and then it costs about $150 per flight hour, and you take three friends. Planes charge by the flight hour, so that is an hour there, an hour back, and no charge for the plane while on the ground, unless it has a rental minimum of three hours or so.

Another option: Buy a plane. Spend $20,000 to $50,000, get a decent basic four seater, used but in good condition. Now it costs you about $50.00 for either destination, assuming you have your license. If you do this right, the plane can be a tax right-off, and you can sell it for more than you paid for it when you are done. Aviation can be that way.

So next time you are in LA and the traffic is bad and the air is brown, remember, clear air, fun and excitement and relaxation of small resort towns, diving, sailing, other sports - all can be yours, and it is as close as a mile away - straight up.

So that's how you do it. Now, what are you going to do about it?

Onwards & Upwards!

Rob Bremmer

A Scary but true story with a happy ending

And here is one from real life - I was a Chief Instructor on a cert. ride with the FAA and I'd had everything thrown at me including left and right engine failure while flying IFR under the hood. We were approaching McMinnville on the ILS with one engine reduced to idle thrust and I went to lower gear at the outer marker and it wouldn't go down so I said "look my situational awareness tells me to utilize all resources available in the cockpit, and you are one of them. Would you please undo whatever you just did to the gear?" And he responded, in a low voice, "I didn't do anything to the gear, the simulation just ended." And I took the hood off and we trouble-shot (electrical issue) and got the gear down working together.

Onwards & Upwards,

Rob Bremmer

New video spreads the word about flight!

When you look at the history of aviation and compare it to something like automobiles it's clear to anyone observing, autos got the lion's share of attention from marketing.

Autos are now integrated into every aspect of daily life, and planes are not. There is no comparative right of passage for flying such as getting your drivers license when you turn 16, unless you take extraordinary efforts to make it happen.

The reasons for this are many and clear, yet far beyond the scope of one blog post. What is certain is that any efforts made to correct the silly yet damaging myths which float about willy-nilly in society and are clung to as facts by the average non-pilot should be championed, and such is the case with "A Pilot's Story" being developed by Rico Sharqawi and Will Hawkins in Watsonville, CA.

Using a Piper Arrow, they travel, fly, interview pilots and create a script to show the wonders of flight and illustrate anyone with the knowledge of how to start and the will can do so. I'll look forward to following it's development and distribution!

You can read the full story by writer John Sammon, at this clickable link. If you want to help another learn about the pleasures of flight, make a small donation on this site to help take a child flying, or take one flying yourself and write to me about the expereince and I'll post your story on this blog.

Onwards & Upwards!

Rob Bremmer

Perspectives from a flight with a young child

Few things make me feel more philosophical when I fly then taking a young child, and watching their reactions, particularly as they explore their visual world and try their hand at the controls.

Low level flight, and by low level I mean under 5,000 feet, is where the action is – at least in terms of appreciating what you can see in the natural world outside the cockpit. A recent low level flight through the Willamette valley supported this idea quite well. A still morning with visibility under a quarter of a mile and ceilings under 100 feet. I knew on the way to the airport it would be both a wait and that it would clear; the fog had that cheery bright glow which only seems to occur right before the sun breaks through, and indeed it DID breakthrough, bathing the freeway and cars in sunlight and shadow beneath a blue sky before popping back into the fog again.
Sure enough, it did clear after about a 30 minute wait at the airport. First movement was a landing Baron off the ILS. Next a fellow Cessna pilot warming up, and us, waiting to lift off in a venerable Cessna 152. At takeoff the sky was scattered and visibility was about 10 miles below the clouds and unlimited above. We climbed out at Vy for practice and settled into maneuvers routine. By then the sky was clearer and the natural wonders began appearing . On the way to Mulino , a local area airport, the sun glistened off the river and over the green fields wet from the recent rain and still radiating wisps’ of fog in some areas. A few touch and goes and we were heading back, when we saw two hawks fighting, at our altitude and about three plane widths away. Both were red-tails, and one was on his back, talons up and wings outstretched, with the hawk on top flapping towards him, claws facing down. Their muscles rippled beneath the feathers, you could see the waves of energy flowing through them in their exertion; you could also see their flight feathers, the long feathers at the tips of their wings – flexing and twisting as they maintained their balance through their duel. The tail feathers on the hawk on the bottom were widespread like a fan. They twisted, to counteract the body roll induced by a defensive movement made with its wings.

All of this could be seen in a split second as we went by. Remember, we were flying too, and climbing at about 80 knots. The hawks could only remain in our view angle from about the 11 o’clock opposition to the 8 o’clock position and they were very close to our aircraft so they went by in less than a second, yet the image was so powerful it will remain in my memory, perhaps for a life time.
Like the late night commercials say, “But wait! There’s more!” A few minutes later, practicing short and soft fields into Lenhart, another Willamette valley airport famed for its small size and tree lined approach and departure, I’d just completed a soft field landing on the grass and now, having taxied back, was on soft field and short field (combined!) take off roll, which demands considerable focus at Lenhart; the soft field really is soft, and the trees at the end of the runway really are there. My focus was all attitude and airspeed until reaching Vx, whereupon I relaxed pitch and trimmed for Vy. Upon stabilizing at Vy I looked out to enjoy the view and the conifer treetop to my left was bent over at the top, under the weight of a bald eagle. These are really large birds; there is no mistaking it. He turned and cocked his head slowly towards the plane and I could see his eye move. The bird did not flinch feather or twitch one muscle. He was aware of our presence and our presence did not matter to him. Then we were past yet still reveling in the moment. Just another moment flying, the most spectacular activity possible on the planet, certainly in the view of many pilots.

Onwards & Upwards!
Rob Bremmer

Where to go for Antique Aircraft parts

What if there was a store where you could buy parts for your antique aircraft - you know, the one that went off the assembly line over 50 years ago?
Well, there is! and it is called Aircraft Spruce. I never knew they existed until I bought an Aeronca Chief (11AC) in the mid eighties, and decided to install compression tailwheel springs. There is something a little bit like being a kid at Christmas when your package arrives. You may not know this, but as an owner/operator of an official antique aircraft you can make arrangements for supervision with an A&P, which allows you to do the installation work of non-aerodynamic parts (such as tailwheel springs) and then he can certify the work and log the maintenance after he inspects it. It's a good way to really get to know your aircraft and the inspection process too.

Onwards & Upwards!
Rob Bremmer

Launching Student Award Fund!

Helping a struggling student obtain a goal, or helping someone awaken to their potential, is always a good thing! Here's how you can help.

I've set up a donation link. Donate anything, even a dollar. When a significant amount is reached, and I figure $1,000 is a reasonable threshold, I'll make a donation to help some student obtain a flying goal.

I am motivated when I think of how hard it was for me to obtain flight hours, equipment, books, training - every aspect of flying had a cost and it was not easy to do it. It took me a long time, and I had no assistance. There were people I met who could've have benefited even more than I, from assistance and I'd like to help some of those students. I'd also like to help awaken young people from difficult backgrounds to the wonders of flight, and the experience of learning to control an aircraft, and observing your world from a new perspective.

While the account is growing, I'll be looking for the best way to help a student or young person, and I am open to suggestions from you, the reader. I am particularly looking forward to reporting the results - how we have together actually made a difference. Let's see what type of a difference we can make!

Onwards & Upwards,
Rob Bremmer

Tailwheels! The Critical Link

Learning to fly tailwheel aircraft will make you a better pilot and be richly rewarding, but you must pay attention to the most critical part, the tailwheel assembly and the springs.

Flying a tailwheel aircraft is exactly the same as any other airplane - in the air! For takeoff, landing and taxiing however, it is exceptionally different, and it takes a refined set of skills to safely and comfortably operate one on every flight. But before we get to the skills, let's look at the components. From my experience owning and operating an Aeronca Chief for about 400 hours and teaching many others to safely operate their own tailwheel aircraft, there are several critical areas to examine.

First, look at the springs. The illustration shows compression springs installed, and typical tension springs not installed but next to the compression springs for comparison. You should use compression springs, for several reasons. Compression springs in their unactivated state, or when the rudder is neutral, are not applying any force on the tailwheel. They only apply force when the rudder is moved left or right, and then only on the side of desired movement. Tension springs, on the other hand, apply tension all the time, so if one breaks, (and tension springs are typically more inclined to occasionally break) the broken side whips free and the tension on the other side pulls the tailwheel to the side. Not good at critical points of a landing or while taxiing! Compression springs also give better handling. When you are taxiing with a tension spring, and you push rudder, it stretches the spring and the wheel thinks about moving then responds, in a springy sort of way. When you do the same with compression springs, the response is tight and immediate, which means as pilot and operator, you get immediate feedback as to whether you need more or less rudder input; you don't have to wait and see what will happen. Also, compression springs are typically thicker. Thicker metal outlasts thinner metal every time.

Next, the wheel must track straight and sit straight on the ground. A worn wheel where one side of the tire is angled and higher than the other, is a sure sign of a badly angled wheel, and while this can be compensated for with rudder pressure and brakes, why do that? It is like driving a car that's out of alignment. Most tailwheels on antique aircraft and some newer aircraft that I have seen have some misalignment and tracking problems. If you have any doubts about your tailwheels alignment and tracking, have your A&P check this out thoroughly. Since many older tailwheel aircraft have the same assembly they've had for 40 years or more, you probably should just buy a new tailwheel assembly. They are only a few hundred dollars, and the performance and peace-of-mind benefits are immediate and well worth the cost.

The next step is to examine and restore every component of the steering system. Those tailwheels are tiny, in comparison to the rest of the aircraft, yet they take the most beating. They are also the most exposed to weather and since the plane tilts 'downhill' towards the tailwheel, when they are sitting on the ground all condensation and rain runs down and drips on the components. When I say restore all parts of the steering system I mean start at the rudder pedals. Look at the bearing surfaces. Replace the rudder cables with new cables; I prefer stainless steel, since it is more corrosion resistant and part of the cables do run to the outside of most tailwheel aircraft. Check the cable guides along the entire path, they must be smooth and straight. Check the exit pat through the fuselage, there should be the smallest hole possible, it should not rub, and it is best if there is some type of shield to reduce the chance of bugs or moisture getting inside. Check the bearing and attachment points at the rudder horn, the entire system should be in good shape, not loose, no corrosion, and the bearings should be in good shape. Any bolts should be safety wired. The compression springs should be well attached to the rudder horn, and should have no slack and be equally taught going back to the rudder steering assembly. If you pay attention to all these areas, you will know your aircraft at a new level, and you will have a new sense of security and accomplishment as you operate your airplane.

It might be useful for you to know how I came to this position on tailwheels. In the late '80's I bought an Aeronca Chief. It had flown for years, successfully, yet the previous pilot just got used to the tailwheel quirks and foibles. One day I was looking closely at the clevis bolt connecting the rudder cable and there was a small spot of brown. I 'scritched' at it with the screwdriver in my hand, and instead of it cleaning off, like I expected, the clevis snapped in half! It was corroded nearly to the core and their was no sign of that on the exterior. This is what sent me down the path of straightening and replacing everything, and it was a fantastic decisions. For only a few hundred dollars and a weekend's worth of time, the steering immediately improved, tight turns were suddenly easier and did not need brake-assist, and the peace of-mind was very good.

If you came to me and asked me as an instructor to teach you tailwheel flying, (I am available, by-the-way) This is the first conversation we would have, as we looked closely at your tailwheel.

Onwards & Upwards!

Rob Bremmer

It's New Year's Eve!

Let's put down serious talk about flight, reminiscing and everything else and play a few games. I've embedded a fun little game gadget at the bottom of the blog, and here are a few links to other online flying games.

Airfox Squadron Angel A quick fun game of Helicopter, A site for Many free flying games A site to Demo games before purchase and this site is good for kids of all ages. Enjoy!

Onwards & Upwards!

Rob Bremmer

Flying and the Presidential Bullet-Proof Podium

The airshow, the DC-9, a ramp helper, the Secret Service and President Bush's bullet-proof podium - or how I helped save some Secret Service guy's job - or at least prevent a reprimand!

Not all stories of interest occur in the cockpit. I realize now, thinking back from the position of a pilot sitting at a computer in a 40-year snowstorm, to an interesting period of mini-history which occurred in a warm sunny place, about two decades ago.

You wouldn't expect all of these elements to come together in one place, yet in the late 80's in San Diego, it happened. The Soviet Union was over. It was the end of the Reagan era and President -to-be, Bush-the-first was campaigning. Some Admiral thought it would be great to have a huge airshow and to invite the world, and have it at Brown field in San Diego. And what a success it was! AN-124's, the Concorde, and a variety of other very unusual aircraft, all the subject of other stories yet to be told.

This story, as promised, is about one very heavy bullet proof podium. I know it was heavy because I helped lift it. The airshow was ending and one of the final speakers was the vice president and soon-to-be president, campaigning away with a typical entourage. I got into the airshow for free because I volunteered to help guide people and drive a golf cart, doing whatever was required. They used us lowly flight instructors because they knew at least we would have the common sense not to walk into a propeller and probably enough common sense to prevent the average attendee from doing the same.

Bush finished speaking, and was hustled off the podium into a waiting black limo, which immediately moved towards the row of idling aircraft, followed by a host of boxy black cars and vans. I watched from the back, enjoying the view from my golf cart seat, as one, then a second plane in the entourage took off, and a third began to taxi.

At that moment, several very distraught looking gentlemen, very fit, and running, with black jackets and ties and sunglasses came towards me. One flashed a badge. "We need your help!" he panted (I am not making this up - somewhere is a retired SS agent who might verify all this). He pointed to a box that looked like a funny shaped coffin. "That's the vice president's bullet proof podium, and it was supposed to be on the plane!"

"Which plane?" I asked.

"That one!" and he pointed to the second jet taking off, wheels going up into the wells and heading east. It needs to be there for his next appearance!"
Another agent spoke up, pointing to the taxiing third aircraft. "We need to get it on the press plane, he said. "Come on, let's go!"

A moment later, the agents had the encased podium on the back of the golf cart and two of us sat in the front, one on the back and one jogging along side, we headed towards the press plane on the taxi way.

"Hurry!" the one stated, but I did not have a radio to the tower or ground control.

"We can't just get too close to that plane, we have to contact the tower, I told them, and one of them spoke into some radio and about a minute later the DC-9 stopped, and the rear air stair dropped open and down came the first officer. And that is where it got really interesting, and a little surreal.

The agents told the first officer of the need to get the podium on board, and he pointed out they had no loading ramp, but he thought they could get it into a baggage space near the right engine nacelle. He opened that panel, and we tried lifting it in. I can tell you, one athletic CFI, and three agents struggled with that sucker, it was heavy. The helpful first officer suggested "someone skinny" climb into the baggage compartment and pull while the others pushed. I was the skinniest. All eyes turned to me.

We positioned the golf cart so I could stand on it and jump into the cargo bay, and there I was, jet engine whining over my head, pulling on the VP's bullet proof podium while the Secret Service pushed, and it dawned on me if this thing angled over and tipped onto me, there I'd be, trapped in the howling belly of a DC-9 while the press in the compartment overhead wondered about the delay.

Finally we got the box into position and I squirmed out. There was a quick round of hand-shakes and smiles, and I tell you, those Secret Service guys sure looked relieved. The first officer disappeared back into the plane, up went the stairs, and a minute or two later, they were wheels-up heading east, chasing the first two jets.

Since I never read anything about it I assume it all worked out well. I also assume that's not the regular way to load a bullet proof presidential podium onto a plane!

Onwards & Upwards!
Rob Bremmer

Environmentally Friendly Airplanes are Better than Cars!

Small aircraft can be greener, more eco-friendly and sustainable than cars! Here’s the argument for the case.
Just out of curiosity, why don’t more environmentalists support flying? Especially flying small general aviation planes. Think about it. A four seat aircraft weighs less than a four seat car and less materials are used. An aircraft going from point A to B will get there faster, therefore the engine and systems run for less time than a car over the same distance. While we are on point A and B, a car travels a squiggly circuitous route to get from A to B while a plane can fly relatively straight, so the plane travels less distance to get there. Airplanes travel in three dimensions while a car travels in two, so aircraft can distribute congestion over altitude. Let’s compare fuel consumption over the trip and see how that works out. We’ll compare and contrast a car and a plane over two distances, 100 miles and 1000 miles.
Plane:
Miles traveled : 100 1000
Speed: 120mph 120mph
Time traveled: 50min (.833h) 8h30min (8.5h)
Fuel consumption @ 6gph: 5gal 50 gal

Car:
Miles traveled : 100 1000
Speed: 65mph 65mph
Time traveled: 1h32min (1.53h) 15h20min (15.38h)
Fuel consumption @ 20mpg: 5gal 50 gal


As you can see, the fuel consumption is the same yet the time traveled is much less for the aircraft. There are other benefits too; including wear and tear on the two vehicles, which will be less for the aircraft over the same distance. There is just less friction in play to wear down the aircraft than there is friction wearing down the ground vehicle.
Now the naysayers can quibble over all this. Some will say the fuel consumption is off, and will create a scenario to prove that. Others will say the cost of production is off, or there are fewer landing places which is true, but this is more a factor of aircraft design and zoning rather than anything else. Yet any argument the naysayers construct will be dwarfed by the one, elephant-sized issue, always overlooked, which is in the favor of the aircraft; the car needs 1,000 miles of highway built and maintained while the airplane needs only 1 mile for the same 1,000 mile flight, with a half mile for take-off and a half mile for the landing.
Let’s just say, conservatively, that it costs $10,000 dollars per mile of runway or finished highway. So our mile of runway costs $10,000 while the highway would cost $10,000,000. And this does not even include the environmental destruction which occurs with those extra 999 miles of highway!

So why aren’t more people flying and saving time and the environment? That’s a good question! In today’s environment; costs, legal, cultural and bureaucratic blocks, thwart progress and growth, but the good news is none of these are insurmountable.
If you love aviation and you care about the environment, we ought to start advancing discussion on this and similar arguments. It is possible, with design enhancements within existing technology to make aircraft more flexible for use. Zoning changes can make airports more practical to build and maintain. Improved aircraft design using known technology and design can improve aircraft performance for airport operations. Training changes can make pilot proficiency better, marketing can increase the value of general aviation in the public eye and political strength can help fight for better utilization of general aviation. If you are interested, you can help start the dialog needed to begin making the changes.

onwards and upwards!
Rob Bremmer

How to make aerial photos from the window of an airliner even better

This is a response to the comments posted earlier. It seems there is a lot of interest in this subject! Besides setting a low ASA, (which reduces the graininess) you want to get the best f stop at the highest shutter speed. I find any shutter speed ove 250th of a second guarantees I'll get rid of any vibrations (higher speeds are better in turbulence) and then I set the f stop for the smallest aperture possible without driving the shutter speed lower. As for focus, my camera, a mid - level Canon digital SLR style camera, will usually work fine on auto focus, but if it does not I set it to manual and set it to infinity.Hopefully the sun angle is low, like you would get from sunrise to around 10 am or 3 pm to sunset. The lower the angle, the more dramatic the shot as their will be more color possibilities and better contrast from shadow detail. Alas, we cannot always choose our flight for the sun angle!Your goal is to get the target image in or near the center of the image, with no parts of the airplane in sight. Try to shoot through clear sections of class if your window is smudgy, and if it is smudgy on the inside, you may be able to clean it a bit with a blanket or cloth. Yet capturing the image i just half the story. Think of it as capturing the 'raw data.' When you bring the image up on you computer, it will typically have a bluish sheen from reflectivity and shooting through the Plexiglas. If the details on the ground are strong enough you can significantly or even completely 'tune out' this image problem by increasing the brightness and contrast in even the most basic photo editor. The Google Picasa editor (free download) can do this for you, or you can use the Microsoft Photo edit suite, which I also use. The three areas I usually use to tweak a photo and dial out the glare are contrast, brightness and color temperature. Sometimes I sharpen the image with focus, if necessary. I hope that helps! If anyone gets an interesting shot they would like to share, email me at rob.bremmer@gmail.com and I'll post your photo and give you photo credits.

onwards and upwards!
Rob Bremmer

Aerial photos of an active Volcano

Aerials on a Friday afternoon in summer are good ~ Aerials of an active volcano are better!
Part of the fun of taking aerial photographs is introducing a friend to the fun of it. Recently I flew a friend around Mt. St. Helens. These photos were taken by Michael R, his first aerial photos, taken from a C-172 open window. The contrast was increased slightly and brightness decreased slightly in Photo edit suite.
The flight was an hour and a half round trip, with 25 minutes lingering on-station, circling the remnant mountain top. The most dramatic images were shooting towards the sun with the dark foreground and colorful background and shooting east, with the wall of the crater illuminated by the setting sun and revealing the mineral complexities on it's slope, along with some ash and sheets of ice. There was no turbulence during the flight, which made for a more stable shooting platform.

onwards and upwards!

Rob Bremmer

How to make aerial photos from the window of an airliner 'more better.'
This is a response to the comments posted earlier. It seems there is a lot of interest in this subject! Besides setting a low ASA, (which reduces the graininess) you want to get the best f stop at the highest shutter speed. I find any shutter speed over 250th of a second guarantees I'll get rid of any vibrations (higher speeds are better in turbulence) and then I set the f stop for the smallest aperture possible without driving the shutter speed lower. As for focus, my camera, a mid - level Canon digital SLR style camera, will usually work fine on auto focus, but if it does not I set it to manual and set it to infinity.Hopefully the sun angle is low, like you would get from sunrise to around 10 am or 3 pm to sunset. The lower the angle, the more dramatic the shot as their will be more color possibilities and better contrast from shadow detail. Alas, we cannot always choose our flight for the sun angle!Your goal is to get the target image in or near the center of the image, with no parts of the airplane in sight. Try to shoot through clear sections of class if your window is smudgy, and if it is smudgy on the inside, you may be able to clean it a bit with a blanket or cloth. Yet capturing the image i just half the story. Think of it as capturing the 'raw data.' When you bring the image up on you computer, it will typically have a bluish sheen from reflectivity and shooting through the Plexiglas. If the details on the ground are strong enough you can significantly or even completley 'tune out' this image problem by increasing the brightness and contrast in even the most basic photo editor. The Google Picasa editor (free download) can do this for you, or you can use the Microsoft Photo edit suite, which I also use. The three ares I usually use to tweak a photo and dial out the glare are contrast, brightness and color temperature. Sometimes I sharpen the image with focus, if necessary. I hope that helps! If anyone gets an interesting shot they would like to share, email me at rob.bremmer@gmail.com and I'll post your photo an give you photo credits. I hope ths helps those who are interested.
onwards and upwards!
Rob Bremmer

Crater Lake - Aerial photos from airliner window seat

You might think you need a small plane or a big budget to take interesting aerial photographs but that isn't true! Photos taken from the seat of any airliner, with a little planning, can yield spectacular results.
These photos of Crater Lake were taken from a right-side passenger window seat in front of the wing of a Horizon Air RJ Regional Jet on a flight from Southern California to the Pacific Northwest. It does require a little planning ahead to capture such shots, for example, having a window seat is very helpful, and a clean window is important too! You also want to sit in front of the wing, as far in front as possible to maximize opportunities to see the ground. Behind the wing can be interesting, but the wing will limit your view forward and if the aircraft has wing mounted engines the thrust and exhaust gases will distort the air, ruining a clean view of any object on the ground. Sitting over the wing renders ground shots useless, but interesting cloud shots can still be obtained!

Any digital camera will work, but the better ones allow you to set a lower ASA number and maximize the quality of the photo in terms of photo size which equates to more megabytes per image. A zoom lens is helpful but not necessary. Sometimes a wide angle will give more interesting shots encompassing sky and land, yet a telephoto, while allowing the appearance of closeups, can highlight haze in the atmosphere and is more inclined to pick up shaky vibrations which blur the shot.

Don't conserve shots! Shoot like crazy; it's digital, so after the opportunity has passed by the window, you can edit away the weaker images. Remember you are traveling at over 200 miles per hour so when you see look as far ahead of the plane as you can and when you see something that looks interesting get your camera ready and start taking pictures!

I could mention that while I was taking these images I was being served complimentary chilled northwest micro-brews, a unique and classy service on the last remaining civilized airline in the United States, but that would be an entirely different story!

onwards and upwards!

Rob Bremmer

Please take the SURVEY about flying

I've added a small survey to uncover the predominant reason people don't fly as much as they could.Please take the survey, and check back later for the results.

onward and upward!
~ rob bremmer

"I've looked at clouds from both sides now!"

As the old song suggests, the visual beauty of clouds may be appreciated from the top looking down as well as the more traditional bottom looking up. This post is in honor of John Day, a physicist who recently passed away, and spent his life studying clouds and promoting cloud watching. I feel certain he would have enjoyed flying, leaning out an open airplane window and taking photographs of clouds from the top to compliment the view from the ground.

I only just learned of Dr. Day and his work recently. He studied clouds, wrote about clouds and cloud physics, turned cloud photos into art and even got the US Postal service to put one of his cloud photos on a postage stamp.

Knowing this I am convinced I would have enjoyed talking to the man and I believe he would have enjoyed discussing and comparing images and stories about clouds. As a pilot, I've always watched clouds and whenever possible, taken photos from an airliner window as well as open cockpit and open window small planes. Clouds can be just as fascinating when viewed from the top looking down, as they can be from the bottom looking up!

The three photos here are my favorite cloud images recently shot. The orange mammatus cloud shapes were at Sunriver after a thunderstorm. The striation lines of clouds cast interesting shadows over the Bitterroot mountain range while flying east, and Mount Hood makes an early summer roadblock for a mid-level line of stratus, forced to curve around the shape of the mountain.

You can view Dr. Day's images and read more about him and his work on his website, at www.cloudman.com.

onwards and upwards,

Rob Bremmer

An American Pilot flying on the 4th of July

7-4-08
America is unique in many ways and certainly one of the most special and precious is the freedom to fly. As I think back over the years of flying aircraft I can recall a few flights taken on the 4th of July and I can recall the surge of feeling which arises when flying and seeing fireworks displays. One memory stands clearer than all the others.
It was the mid 1980’s and I was flying from San Diego north through the LA basin. The plane was a Grumman Tiger, an AA-5B, an aircraft with exceptional visibility through the bubble windscreen and the side windows, despite the low wing which often can block a view. The day was warm and the departure from Gillespie field was just after sunset, which put us inside the Los Angeles basin well after dark. We were flying low and wide, to skirt the Class B Airspace (A TCA to those of you who flew with the older designations). Flying under the shoulder of a controlled airspace is best accomplished by charting a distant landmark and a nearer landmark that create a line clear of the controlled area, So that you can keep your eyes outside the cockpit and just concentrate on holding your altitude and enjoying the view as you stay on track on your courseline.
This technique frees you to keep a maximum lookout for other traffic, which is easier to see at night than in the daytime since you need only look for anti-collision, landing, and navigational lights. This also means your eyes are drawn quickly to assess moving lights, and on this evening, with clear nighttime air, fireworks displays popped out in stark contrast to the black hills to the east of the valley.
The effect of seeing the displays all around us, in front, to the rear quadrants and to the sides both near and far was inspirational. My passenger and I were Americans, flying an aircraft on our own, in free and clear skies and seeing the celebration of that national freedom surrounding us with dazzling and sparkling displays of lights, bursting and shimmering like rapidly blooming and fading flowers of brilliant light.
Soon we were through the valley and on into the darkness of the terrain enroute to San Luis Obispo. The radio chatter was nearly gone and the sights to look at were nearly non-existent, so much so we were using the instruments as much as outside reference to aid our VFR flight into the black night. Above us the stars filled the sky and my only thought for a while was the good fortune I held as pilot controlling an aircraft in flight.
The instrument panel glowed with a warm red light and the white wings caught the alternating flash of the anti-collision light from the top of the vertical stabilizer. A deep breath in and a long gentle exhale while I soaked in the scene around me. My wish was that others might be able to feel the sense of incredible satisfaction, joy and a calm resolute peace which comes at such a moment, a moment I am certain occurs more often for pilots than anyone else on earth.

onward & upwards!

r. bremmer

SunRiver - Flying and Nature

What could be better than a Jet, a Biplane, a Soarplane and a river with a blue canoe, all one summer day? (Summer 2007)

We are in a canoe, a blue canoe, and paddling slowly down the Deschutes, along the right bank, following the current. We are in a natural areas of astonishing beauty. Riders on horseback kick up puffs of dust along a riverside trail. Overhead, a red and white Travelair, with “Bi-plane Rides” stenciled beneath the bottom wing purrs along the river, the unmistakable sound of the rotary engine thock-thocking into the distance. A few lazy paddle strokes and we watch the now-distant biplane enter a steep bank and turn back, descending for a landing, the site seeing flight over. The Bi-plane disappears behind the low trees towards the airport. A few more lazy paddle strokes and a Cessna Citation, approaching from the north on a descent for the airport whistle –hums along, quietly for a jet, and very very smooth. It’s fuselage glistens and the sun catches the shining leading edge of the wing. It too disappears behind the trees. We stop and admire a flowering plant along the marshline, purple and white on a thick stalk. The sky is cobalt blue and the river is clear and translucent, a blue so dark it is nearly black. A dragonfly zips by. I angle the canoe away from the eddy and push towards the main current flowing around the bend.
Overhead a high performance soarplane appears, white long winged and slender, whistling through the wind. The soarplane is low, very low yet also very fast. They are playing with energy, storing it in airspeed for a conversion into altitude. They whistle over the footbridge, so close you could touch them, you think, though they are probably over 100 feet above us. We in our slow moving canoe, they in their speeding soarplane, a contrast in vehicles and ways to move. They hit an invisible marker at the tall pine tree and pull up steeply, slowing, airspeed dwindling while altitude gains. They tip back to level by dropping the nose and they are suddenly at pattern altitude, lazily floating along at 50 mile per hour, a thousand feet higher overhead. The high performance craft seems alive, shimmering with energy from the wind and the sun, dancing a balance between gravity, lift, thrust and drag. Approaching the pattern entry point, the soarplane abruptly pulls up, converting airspeed energy into altitude energy. Now at pattern altitude, perhaps 300 feet higher and significantly slower, the soarplane meanders out of site behind the treeline, established on downwind for their pattern and landing.
I take another paddle stroke, realigning the canoe with the Deschutes current and marvel at how aviation and a wilderness river area can fit so well together. At SunRiver, the airport is a harmonious and integrated component. It provides an open area where in winter coyotes hunt mice beneath the snow in the fields around the airport and in summer deer and horses roam the same fields. The airport provides an alternative transportation source to the area, an income source for some businesses directly and indirectly, if customers who land then spend money off the airport at a restaurant or other establishment.
Soon the airport and pattern area disappear from sight, and my mind drifts with the current and the canoe, and the simple joys of a river on a sunny summer day. Today it is the slow route on the river, discovering what may be around the next bend. It’s not too different from flights taken where the discoveries are beyond the next ridgeline or over the mountain range on the horizon.
Our natural environment is awe inspiring, and SunRiver is one of those rare places where different ways to explore and come to understand our environment all come together in one location. Nature attracted me to flying, the opportunity to be immersed in the environment enjoy it moment by moment. Some of my best inspiration arose while flying and SunRiver is the type of place where pilots and those who simply love to fly and experience the outdoors can spend time relaxing and remembering why they became involved in flying and exploring the great outdoors.

onwards & upwards!
r bremmer

rob.bremmer@gmail.com