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Le spun mereu elevilor c zborul, pe lng bucuria pe care i-o ofer, te poate pune de multe ori n situa ii neobi nuite, unele la limit. Pentru a nu fi surprin i de astfel de situa ii, le spun mereu s aib aprins becule ul ro u. Este o formulare care mi s-a prut potrivit pentru a ilustra necesitatea de a- i ascu i aten ia i a o men ine treaz clip de clip pe timpul zborului; o exprimare scurt, care spune multe.

I always tell my students that flight, besides the joy it offers, puts you many times inunusual situations, some of them to the limit. In order not to be surprised by suchsituations, I always tell them to kepp a "red light" turned on. It is a formulation thatseemed appropriate to illustrate the need to sharpen attention and to keep awake at everymoment during the flight; a short formulation, which says a lot.

Una dintre mprejurrile care necesit aprinderea becule ului ro u se refer la

remorcajul de automosor, unde pot aprea situa ii de ncetare a trac iunii din diverse motive. Genul acesta de evenimente sunt simulate i repetate de nenumrate ori pe parcursul procesului de nv are a zborului, pn la stpnirea perfect de ctre elevi.

Astzi, am avut o situa ie amuzant, vis-a-vis de modul de rezolvare a unui astfel de caz special, cum l numim pe aerodrom. V vorbeam, ieri, de Ionic, unul dintre sportiviino tri, cruia urma s-i fac astzi controlul n zbor pentru ie irea la simpl
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comand a a-zisul solo flight. Ionic este brevetat de mai mult vreme, dar acestea sunt procedurile ce trebuiesc urmate dup o perioad mai mare de ntrerupere de la zbor.

One of the circumstances that requires the "red light" to be turned on, refers to the winchtowage, where, for various reasons, a thrust failure may arise. This kind of events are

simulated and repeated again and again throughout the learning process, to perfectmastery by students.I had a funny situation today, about how to solve such a special situation. I was talkingyesterday about Ionica, one of our students. He should make today a short in flightcontrol before his solo flight. Altough Ionica owns a pilot license, these are the procedures to be followed after a long break flying.

Cum ieri fcusem angajarea i vria , tem la care Ionic s-a descurcat ca la carte, m-am gndit s i fac i o simulare de ncetare a trac iunii la automosor, a a, pe nea teptate.

M-am n eles cu pilotul mosorist asupra detaliilor, dup care am trecut la fapte. Dup decolare, pe la vreo 70-80 de metri, ne-am trezit brusc fr trac iune, o situa ie nu tocmai

comod. Am urmrit cu aten ie reac ia elevului, m interesa n cea mai mare msur s vd cum va reac iona, deoarece aici pot aprea probleme legate de elementul de surprindere; Ionic a pus planorul instinctiv pe pant normal de zbor, a declan at cablul de remorcaj, dup care a virat stnga. Era genul de incident care presupunea nscrierea planorului pe o taiectorie care s l aduc la aterizare pe direc ia invers decolrii. Atta doar c procedurile spun c trebuia s vireze dreapta, dup care urmau celelalte manevre.

L-am corectat, dup care totul a decurs ca la carte.

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As we have done the "stall and spin" flight theme yesterday, I thought it would be usefulto simulate an unexpected winch thrust failure.I established all the details with the winch pilot, then we prepared for the flight. After takeoff, at about 200-220 feet, we suddenly lost traction, a not very convenient situation.I carefully followed the student's reaction, I was mostly interested to see the student's

reaction, because there are a lot of problems related to the element of surprise; Ionicainstinctively pushed the glider on the glide path, he detached the towing cable, then madea left turn. This kind of incident involves putting the glider on such a trajectory to bring iton an opposite direction for landing. Ionicas first maneuver should be a right turn.I corrected him, then everything went by the book.

Partea amuzant a fost dup aterizare. cnd l-am ntrebat dac tie unde a gre it. Mi-a rspuns: becule ul ro u!

Am mai fcut o simulare, la care nu se a tepta nici ct la prima dar, de data aceasta,

lucrurile au mers perfect. Am mai fcut apoi un zbor de control i a ie it la simpl comand.

Zboar de destul de mult timp, este i ndemnatic, dar a uitat de becule ul ro u. La urmtoarele zboruri cu siguran nu va mai uita.

The funny part was after landing when I asked him if he knew where he was wrong. Hesaid: "the red light"!

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We made another simulation, but this time things went perfectly. Then Ionica made hissolo flight.Altough he is a good, skilled student, he forgot about the "red light". He will definitelynot forget in his future flights.

ExplanationsI have promised to my readers to come up with some explanations on terms and phrasesless familiar, who have or have not a direct contact with the sport aviation. I'll try toexplain those terms that I already used in my posted articles, but I'm expecting to morequestions on other topics.Am amintit, ieri, termenul de mosor, cu referire la modul n care am decolat la unuldintre zboruri. Termenul complet este de automosor, i se refer la un utilaj folosit de pilo ii planori ti pentru lansarea planoarelor la zbor. n principiu, este vorba despre un troliu, avnd de regul doi tamburi cu cablu metalic, cu o lungime ntre 1000 i 1500 de metri. Automosorul se amplaseaz la captul opus al locului de decolare, iar cablul sentinde pe teren pn la panor.In my yesterday article, I mentioned, the term "spool" in reference to how we took off for one of our flights. The appropriate noun in English could be winch, and it refers to amachine used by the gliders pilots for launching their gliders in flight. Basically, there isa winch, having two towing elements, usually metal cable, with a length between 1000and 1500 meters. The towing machine is situated at the opposite end of the runway, andthe cable lies on the ground, from the winch towards the glider.Captul dinspre planor este prevzut cu un dispozitiv care permite clan area (ata area) sa de fuselajul planorului. Tamburii mosorului sunt ac iona i (individual) de un motor cu ardere intern, care i antreneaz n mi care de rota ie, permi nd bobinarea cu mare vitez a cablului de remorcaj pe tambur. n felul acesta, se imprim viteza necesardecolrii i a men inerii n pant de urcare a planorului, dup care cablul este deta at de la planor i acesta ramne n zbor liber.End from the glider is equipped with a device that allows clanarea (attachment) to theglider fuselage. Drums are driven spool (individual) of an internal combustion engine,which involves rotating, allowing the "reeling" with great speed on the towing cabledrum. In this way, print speed to maintain takeoff and climb the slope glider, after whichthe cable is detached from the flight plan and it remains free.Prin compara ie cu remorcajul de avion, cel cu automosorul este mult mai rapid i mai economic, fiind ideal n faza de pregtire ini ial a pilo ilor de planor. By comparison with towage cost at the automosorul is much faster and more economicaland ideal for initial training phase of the glider pilots.O alt referire a fost cea la urcarea n cminul termic. Cminul termic este reprezentat,ntr-un mod foarte simplist, de o bul de aer cald de dimensiuni finite, care capt omi care ascendent ntr-o mas de aer instabil. Planoarele efectueaza un zbor spiralat n interiorul respectivei bule de aer, urcnd odat cu aceasta. Viteza de urcare poate varia dela sub 1 m/sec pn la 15-20 m/sec. De obicei, prezen a acestor bule de aer ascendent este marcat de ctre norii Cumulus, acei nori albi i pufo i, prezen i n zilele nsorite de var. Another reference was the boarding home to heat. The home is the heat in a verysimplistic way, a hot air bubble finite size, which receives upward in an unstable air
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mass. Gliders on a flight that stranded inside bubbles, ascending with it. Climb speedmay vary from less than 1 m / sec up to 15-20 m / sec. Usually, the presence of these bubbles upward is marked by cumulus clouds, and fluffy white clouds were presentduring the sunny summer.Another beautiful day

He said in the afternoon that day, a friendthat I can not remember to have met the Deva as good a thermal condition and a long period. Without exaggeration, I could organize a small competition these days flightaway. Yet, student participation has been weak to nonexistent ... Not many years ago,although I went out to fly gliders 10-12, sometimes more often happens to athletes whodid not catch the flight left that day. Where have the years or that spoke to our airfieldabout Mecca?We made several trips today, less heat and more photos flight, as usual, nature has beengenerous. I took heat from the spool, (for those unfamiliar with the terminology, I willreturn with an explanation), I climbed an average of 1.5 m / sec, maybe more, we havenot realized when I reached one thousand meters. The scenery was absolutely gorgeous.From the fluffy white, the outline ivory, then to dark blue-black one, true columnscauliflower-shaped tip, I could discern with the naked eye "cooking" inside the cloud.They were at that stage of maturity that makes you increase your level of attention.Somewhere near the North is already unleashed a downpour of rain. It was a short flight, but effective. Ionian athlete that I was in the glider, he needed an outlet to "hiring and tailspin." As soon as I got, so we came back quickly. On alighting from the glider, Ionianstarted bouncing with joy and I repeat, not know how much time to himself how little heneeds a man to be happy !One thing these days really impressive was how quickly the weather phenomena thathave evolved on a background of great instability. From those fluffy clouds, fan acrossthe sky (quite rightly have been called cumulus humilis), the giants Charlie Bubu, as hecalled Michael a few days ago, my friend. Nearly every day ending with a small noiseand light show (yesterday was a bit higher), then everything has calmed down and camein the evening. Yes, we can safely say that it is summer.I look forward to come and vacation students. We started this year with the right, in termsof flight performance and I would like to continue the same. We try to recontour a lot of proprietary flight performance athletes in recent years. Among them are some reallytalented. At the same time, we have a large group of beginner students who are eager tostart flying. I'd be lying if I said that we, the instructors are less anxious.
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Motivation

If you are wondering why did this blog ... The decision to build a blog has helped me in avery large extent, my daughter's suggestion to try to flight enthusiasts share somethingfrom the experience gained over My career in the field. Once the decision made, Irediscovered the pleasure of writing, and the feedback received lately from readers tellingme that the previous posts have sparked some interest among them. At the same time, Iwas delighted to make them share the idea and those who read this blog on the joys thatthey give me off, every day, the prospect that one of the things when you look out there atthe top. When you say perspective, I do not mean a particular way of looking at things, but to something much more pragmatic, the views that we offer the world seen fromabove. Nature gives us free, May each day, impressive performances, everything is totake time to admire them.
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I discovered with great pleasure that Porumbu and navigate, we have a great admirationfor the professional set up a blog for planoritilor, where highly accurate information is posted in this area, very useful and really valuable, whereas Fri from a man with anenviable exprien in gliding and as a stock of knowledge. Some of the articles published by me will help in understanding the phenomena related to flight, and were therefore willcontinue to be published in the category "A little school." I'll try to respond, to the extent

that I succeed, as many questions that arise in terms of understanding the flight camefrom feedback from readers is very important. I will also present a flight and legally lesstheorized, ie in terms of living a joy at every take-offs.Aurel Vlaicu the paramotor Cup
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Saturday and Sunday, respectively 28-29.05.2011, Deva Territorial Air Club hosted thesecond edition of the Cup Paramotor Aurel Vlaicu, in collaboration with the PhoenixSports Club 89.Supported samples were:1. Accuracy landing - landing three consecutive 15-cm disc2. Sample benchmarks - benchmarks that must be demolished in June as soon as possibleCompetition winners were:I BEZERGHEANU MUGUREL - CraiovaRites IONUT II - University of Timisoara

III Buzan ADRIAN - Club 89 Phoenix Athletic Association, BucharestSince the event coincided with the festival "Days of the City", organized by theMunicipality of Deva, the premiere was conducted by Mayor Deva, Mircea Munteanu, onstage in front of a local supermarket.After the ceremony, participants in the competition gave them an air show great Devaresidents.Photo creditsAtmospheric warmingSun, the radiation emitted, the main source of heat for the earth. The whole spectrum of radiation emitted by the sun, are responsible for the warming effect of the infraredradiation, radiation with a wavelength greater than visible light.Air, due to its physical properties, is able to absorb only a small amount of directsunlight, heating was insufficient quantity. Land area, however, turns sunlight into heat,which is then transmitted through the air several processes: radiation, conduction,convection, turbulence, advection and phase changes of water.
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Among the processes listed above, the most important role in heating the atmospheric air movements we have horizontal (advection ) and vertical (convective ) and its phasechanges of water in the atmosphere.An air mass volume of air is comparable to the horizontal dimension with large portionsof continents and oceans, characterized by a relatively homogeneous distribution of

physical parameters. The vertical thickness of air masses can be several thousand feet,sometimes reaching up to extend the upper troposphere.Physical properties that keep their values are somewhat constant temperature, humidityand degree of transparency, and they are determined by the characteristics of air masssurfaces in contact.In the meteorological sense,advection in the atmospheric air is moving horizontally or almost horizontally. Following this move, the air mass characteristics (includingtemperature) changes to its entry into active contact with a surface of the earth, whose parameters are different. Heat transfer by advection may cause an increase or a decreasein local temperature.

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Convection is defined as an unorganized move vertically up and down the volume of air that cause, for different thicknesses, mixing layers of air. May be capable of thermalconvection, dynamic or combined.Thermal convection arises from uneven heating of parts of the earth's surface (plowing,construction areas, surface water, forests, etc..). This leads to strong upwelling which can

sometimes exceed 15-20 m / s, accompanied by downward movement of air, usually withlower speeds. Rising currents characteristic of clouds is often indicated.Convection is represented by a dynamic forced upward movement of air masses and windmoved in the path meets a large obstacle. These barriers may consist of mountain slopes,in which case we are dealing with orographic convective or large masses of cold air over a sliding upwards warmer air mass, in which case we speak of frontal convection.
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Another way to transfer heat between land surface and atmosphericphase changes of water . (I'll return with a special article dedicated to them).A good example is the condensation of water vapor, a process accompanied by a strongexothermic form of latent heat of vaporization. The amount of heat released is equal tothe amount of heat consumed for evaporation.

If the transformation of a gram of water vapor is consumed a quantity of approx. 600calories, imagine the energy released inside the clouds with great vertical developmentwhose water content can exceed 300 tonnes.GPS and VFR flight
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GPS is the abbreviation of the English language for Global Positioning System - GlobalPositioning System and is based in principle on the use of a satellite system to accuratelylocate the position of an object (receiver) in soil and air. For this system to work accurately, requires at least four satellites and a receiver operating principle, in asimplistic way, based on accurately measuring the distance between the satellites andreceiver.Currently, GPS receivers are extremely widespread and popular among pilots. I refer hereto individual receivers, which can be easily purchased by users.
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The most popular systems are moving map that shows the path followed by aircraft,along with other useful information (ground speed, head of the flight path followed, asestimated by various calculations, fuel, etc..) Superimposed over a map of landoverflown. Devices are extremely easy to use, so they have also been adopted by a largenumber of pilots for the flights on the route.

I never wanted to write in detail how the GPS system works, we can discuss this issuethoroughly in a later post. What I want to emphasize here is that is practiced more or lesstendency to "abandon" the means of navigation, without due attention to classical systemsshow navigation "on demand". The trend was talking about has some explanation, if weconsider the prices of those devices, but generally decent, especially when you consider the convenience and ease of use.Why insist on acquiring a thorough classical methods of navigation and I refer particularly to the shipping method seen? (By definition, method of navigation is a set of procedures observed to ensure follow a flight path and aircraft position determination bycomparing the terrestrial parts of the map.)Because it is a simple method that uses only the map, a compass or compass, clock, and

aviation. The probability that a compass to break aviation is extremely small, almostimpossible, due to its constructive simplicity. These devices become unusable, theoverwhelming proportion because of their age. If we stay, however, to think of GPSsystem complexity ...Do not think in any way intend to undermine the qualities and merits. Do not forget that ahuge majority of transport aircraft using the system to talk and flight events caused by themalfunction or improper operation thereof are insignificant. We speak in this case thesystems certified for use on aircraft. At the same time, to compare the reliability of portable GPS navigation systems certified.In conclusion, I believe that in addition to a GPS device on the aircraft that pilots, anaviation compass, a stopwatch and a VFR navigation map, accompanied by a shipping

document well written, will be a real useful, obviously provided an appropriate level properties of the method of navigation observed.We'll talk about methods of navigation observed in a future article.A successful day
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Today was that kind of day that makes you fly your sorry that it ends. Many athletes inflight, while only better, with more flights and great satisfaction at the end of the day youdraw the line and see the results.Two attempts 5 hours flight time almost successful, Oana Jitaru, and Raul Oaida 4:00,3:30. If we moved a little faster, today we have had at least a 5:00 flight. And we allknow that's not easy. It seems that we have not yet entered fully into our rhythm andthere were things out as we wish. If nature will be as generous and tomorrow, as thesedays, we will seek not to fail. Very often, I'm angry that we are not Germans, or even to

think and act like them. I am convinced that we would be much better, not to mention theother ones ...There were two flights away, one of Luci's Drumei, 199 km, and the other, Dorel'sVlasin, about 150 km, plus thermal flight training and as much as possible with thechildren. The weather even held with us, I have not had as good a thermal condition for some time. Altogether, it was a day of days out of the common thread, which haveincreased too much lately, like the day you congratulate yourself that you have chosenthis profession.What to say? ... More!Experience is gained little by little
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I will begin my story with the words of a friend, a very exeprimentat planorist pilot. Themore experienced, I'd say."... More experienced pilots should be careful what you say and do. Young riders heconsiders models. Help them learn how to make, not what NOT TO DO gliding. "This is a great truth. Before becoming "experienced pilot", we were all students, andcertainly remember how much importance I gave all the words of our instructors. What Iwant to present in this post would be part, rather, of "just not done", but one can not learnfrom experience to the limit, I went through, undoubtedly, everyone?

Let's cut to the chase. What you'll read below happened long enough ago to still be about20 years ago.Each airport has some features that are not necessarily official and recorded in variousdocuments: prevailing wind direction, a frequency of thunderstorms phenomena, the mostlikely areas in which they occur in relation to the position of the aerodrome, the probability of Cb clouds formed in the neighborhood to affect flight activity and so on.All these features, observed by pilots over the years he spent at the airfield that helps todetermine, with fairly high accuracy, how much can continue without being affectedflight safety.More directly put, how much can be delayed by transport aircraft in the hangar before theonset of specific phenomena accompanying Cumulonimbus clouds.

Obtained, not long ago, the commander qualification PZL-104 airplane and fly like tugthat day. On the home were 4-5 gliders, about two IS28B2, and IS32A IS29D2.Somewhere, by SW airfields, to form a CB. I was always watching him, knowing verywell about what can happen if you do not beware the time of his way. B2 take off with atail, which would take him to the airport area, not too far, given the approaching storm.On the larger side of the track tour, hang gliding has been instructed to institute, and I'llcome as soon as possible after landing, ie directly on bretel. Fortunately, Deva
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aerodrome dimensions allow it, so I swerved left short by the hangar. The first feelingwas that I hit a wall, then began "dancing".When it is said that the turbulence in the vicinity of Cb is severe, it exaggerates nothing.The plane was like a coconut shell on a sea raging waves. We landed without flaps and Iran to the hangar for the flight I heard the driver instructions to carry the urgency of the

sailplane hangar. I helped the boys from technical lead plane and the other gliders in thehangar. Meanwhile, those who have arrived from home and I managed to do lastmaneuver the glider hangar IS32A introduction, at the huge scale, the "fury wasunleashed." It did not last more than 15-20 minutes.Less than a minute later, I could not see in front of the hangar deck, large drops of rainand ice projectiles began to beat the drum on the hangar roof and walls, and no moreincessant downloads. I remember seeing a bird that is fighting the wind and simply, wasswallowed by the waves of rain.The show was really impressive. It's unbelievable how much energy can accumulate insuch event, there are situations when they must respect nature and when people can only be given to a party and to contemplate, perhaps, its greatness. Life often gives us an

aerodrome chance to admire nature in all its splendor, even if sometimes we dread thissplendor.Maybe I left a little ahead of the wave and I deviated from the subject of the story, but theidea that I would like to draw from this is that it's always good to look seriously greatdevelopment due to vertically clouds, especially cumulonimbus clouds and phenomenagenerated by them.Cumulonimbus clouds associated phenomenaAfter describing the training and development of cumulonimbus clouds (Cb), I think some practical aspects are welcome related to the phenomena associated with them andthe implications that each has on the flight.We talked so far about Cb cloud was "in sight". Unlike the latter, whose training anddevelopment we can follow with the naked eye, there Cb clouds which can not beobserved directly since they are embedded in a layer of clouds.Quite often, in a warm and unstable air mass, the storm clouds can be embedded(embedded) in a blanket of multilayered clouds, located in front of a warm front. If theaircraft that fly is not equipped with weather radar (Weather Radar) or dischargedetection equipment (Stormscope), a pilot flying VFR can sense the presence Cb cloudswith embedded showers of rain, more or less strong , falling from them.
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Another phenomenon is associated with Cb cloudicing . Most probable area of formationof Ice are in areas with temperatures between 0 0 C (freezing level) and -15 0 C. In thatlayer, it is possible to encounter supercooled water droplets, thus avoiding, whenever possible, flights between these temperature values.Is not insignificant andhail , which in some circumstances can be as big as an orange.Try to imagine the effect of collision between an aircraft in flight and a few such projects ...
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Almost all of Cb clouds containing hail, but most of it melts before reaching the ground.If Cb cloud strongly developed, wait for the presence of hail.Thunderstorms is one of the most dangerous phenomena for aircraft flight. Produced bylightning strikes can damage electrical installations, the outer covering of the aircraft or the antennas and even the production of fire on board. A discharge of static electricity

near an aircraft in flight, can cause temporary blindness in the pilot, especially in lowlight conditions. The areas most likely to be struck by lightning are in or near Cb cloud ataltitudes close to the ice, to + / - 2,500 feet to the isothermal of 0 0 C.Turbulence is also found in the storm areas. After the intensity has been establishedscale of turbulence, more pilots used posts.- Turbulence easy - causes irregular light change altitude and / or flight attitude. It is perceived by the pilot as a slight "tremor."- Turbulence moderate - may cause some changes in altitude and / or attitude, and speedsometimes, but the aircraft can be controlled at all times. The pilot will experience some"jerk" worse.- Severe Turbulence - cause large changes in altitude and / or conduct, with potentially

large changes in speed. At times, the aircraft can spiral out of control. The pilot felt"strong jolt."- Turbulence Extreme - cause violent changes in altitude and / or attitude of the aircraft,accompanied by great changes in speed. Sometimes it can cause damage to the aircraftstructure.Usually encountered turbulence near cloud Cb is part of "severe turbulence".As conclusions, regarding the flight storm:- No land or off from an airfield near the core notice that storm. They are incredibleeffects that can be wind shear on aircraft, however great they may be.- In flight, avoid areas of storm by-pass at least 10 miles, even 20, when severe storms. Inthe event of a passageway between two clouds Cb, switching among them are

recommended to be done only if the distance between them is less than 12 miles.- Tied up and carefully adjust your seat belts, the passengers and make you and your loose items in the cabin.- Do not forget the possibility of embedded Cb clouds. If you experience rain showers inthe forecast or if you have reported the possibility of Cb clouds embedded, avoid the bypass those areas.- Do not try to counteract the effects of turbulence and sudden maneuvers or on largeorders by significant changes in engine power. In addition to discomfort, which is subjectto aircraft overloading may lead to deformation and even damage the structure.- Avoid passing under Cb clouds. Excessive turbulence and rainfall in these areas maylead to release from control of the aircraft or damage to it.- If the storm is very large and can not be avoided or overcome in some way, taking intoaccount very seriously, returning to the aerodrome of departure or landing at anaerodrome in the vicinity.Storms
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In a more simplistic, but very readable, the storm is represented by several cumulonimbusclouds accompanied by lightning. These issues generate spectacular weather events of thetime, lightning, thunder, rain showers and strong wind significant intensification. As Isaid in the previous article, dangerous weather phenomena on flight, those storms areoften accompanied by downbursts, but rain and hail and severe turbulence.Storms are always associated with cumulonimbus clouds and is one of the biggest risksfor pilots.The conditions needed to trigger a storm are as follows:

1. An increased atmospheric instability - which means that once triggered theupward movement of air, it will continue.

2. A high content of moisture of the air mass, so easily to form clouds.3. An action trigger upward movement of air caused by several factors such as:

- The presence of atmospheric front- A mountainous relief or other form of air upward print- Strong heating air in contact with the ground, to cause convective motion- Heating the lower layers of a polar air mass with its movement over the warmer regionsStorm or, more accurately, generating a cloud that has three stages of development:

1. Stage training and development of cumulus cloud.

With the upward movement of a mass of moist air is cooled until it reaches the so-calleddew point (temperature at which an air mass becomes saturated). In this phase, water vapor begins to condense, becoming the water and form cloud droplets.
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During the latent heat of condensation is released so that the air is cooled at a slower rate,with the release of large amounts of energy, leading to the formation of a storm cloud(Cumulonimbus).In the early phase cumulus cloud formation occur relatively strong ascendancy of hot air on the surface with a diameter between 2 and 4 km, with no significant presence of

descending currents.Ascendenelor intensity increases with altitude, the temperature inside the cloud is higher than outside air (due to latent heat release during condensation), and the cloud continuesto grow to higher levels. Upward movement of air, becoming stronger, train with it anddrops of water to high and very high levels, most often over the ice, where they continueto remain frozen or liquid drops supercooling. The cause condensation of water and finedroplets merge to form droplets from growing large.Stage of cumulus cloud formation and development of lasting, typically, between 10:20and is characterized by continued upward. When the average speed of rising currentsexceeding 2000 feet / min, a period of up to 10 minutes, cumulus cloud develops into aTowering Cumulus (cloud base to 8000 m high).

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Cumulus cloud formation stage2. Stage of maturityWhen water droplets become too heavy to be able to be supported by rising air, they begin to fall. The number of falling drops of water increases, the air mass in their vicinityis involved in the movement of descent, producing strong progenies. Most often, the first

lightning and the first drops of water appear in this phase of cloud evolution.Triggering rainfall reaching the soil are an indication that the cloud has reached the stageof maturity stage on which events are associated with the greatest intensity.Adiabatic heat air in the fall, but due to very low temperatures, the droplets of water,heating rate is low, resulting in very cold air mass descending compared to ascending hotmeal. At this stage, producing showers of rain or hail strong, having their maximumintensity within the first five minutes after the trigger. Very strong air currents can throwaway the core of hail cloud, sometimes a few miles from it. For this reason, we encounter the particles sometimes hail the sky appears blue.

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Mature stage of cloud CumulonimbusCumulonimbus cloud peak at this stage of development, could reach tropopause, reachingto about 30,000 feet and 50,000 feet in temperate latitudes to the tropics. From this, phase

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Cumulonimbus cloud becomes typical appearance, with the top spreader and the specificform of extended anvil high-altitude wind direction. Cumulonimbus clouds can meet anddevelop highly vertically crossing the tropopause to the stratosphere.Upward and downward movements inside the cloud extremely violent causes extremewind shear and turbulence, which can lead to structural failure of the aircraft. Extremely

rapid changes of direction of the air wing of the aircraft may cause recruitment thereforeintended flight within a mature Cumulonimbus is strictly prohibited.With its proximity to the ground and reach the mass of air in the fall, it produces a strongwind shear accompanied by turbulence, a phenomenon that led to the destruction of manyaircraft over time. The wave of cold air spreads out causing a sudden drop in temperature.Mature stage of cloud Cumulonimbus lasts between 20 and 40 minutes.3. dissipating stageProgeny caused by strong cold air leads to decrease and disappearance ascendenelor,which causes slowing down and stopping the transport of warm and moist air to the topof the cloud and its dissipation. This stage is characterized by downward movement of air. Which, not long ago was a huge cloud with vertical development may turn into a

multilayered cloud harmless.

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Dissipating stage of notului Cumulonimbus

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Downbursts and microburstsAlthough much of the dangerous phenomena are well known flight aircraft and facilitiesmake it possible to avoid them, there are some who, if not treated with due importance,can cause serious accidents and incidents.One big danger is wind shear. It consists of a rapid change in wind direction and / or intensity on a small portion of the atmosphere.Phenomena can produce severe convective activity, wind shear, which can cause changesin wind speed exceeding 15 knots and vertical speed changes greater than 500 meters per minute. The most severe forms are caused by wind shear phenomenon calledMicroburst.The phenomenon of a sharp drop followed by air masses spread to the ground it is knownin aviation as thedownburst .A downburst from a smaller scale, with a high vertical speed and not exceeding 2.5 nm indiameter, is called amicroburst . This air flow can change the prevailing wind directionup to 180 0 with a speed of up to 45 knots.Typical life cycle of such a phenomenon is about 20 minutes from the time the column of air hits the ground first. Caused by microburst wind intensifies for about five minutesafter contact with the ground and dissipates, usually 10-20 minutes later. Differenceswere measured wind up to 100 knots.Typically, these phenomena are associated with type Cumulonimbus clouds, but canoccur at any time after the start of convective activity, associated with the emergence of phenomena such as storms, rains, or Virgs (a phenomenon defined as rain that fallsfrom the clouds, but which evaporates, reaching the earth). Approximately five percent of thunderstorms produce microbursts.The explanation for this phenomenon is the following: the rain that falls evaporates, itabsorbs the latent heat of evaporation and necessary created in this way, under the cloud,a cold air mass, which falls at high speed on a relatively small area, which is below thecloud generated.Microburst or downburst phenomena typically occurs suddenly and sometimes with thenaked eye can see as a ring of dust that rises around the place where the air mass hit theearth and spread it.Aircraft may or may not be able to structurally withstand the stresses caused by these phenomena, so pilots should take very seriously the effects of such events.Also, no matter how tough it would be an aircraft when landing or take-over or land onwhich it is located in the vicinity of a Cumulonimbus cloud, the microburst phenomenonis very likely, representing a major threat to its security.A lot of accidents that occurred over time can illustrate this.So be very careful when you are dealing with a cloud with great vertical development,whose base is curved to the bottom, where the phenomenon of Virgs notice or if youhave any other indication of a downburst or microburst ongoing.
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The image above is an aircraft entering the area of a microburst at heights between 1000and 3000 AGL (Above Ground Level). It will charge first, to increase the wind. Initially,it will maintain its speed because of inertia from the ground, having indicated a higher speed, and therefore better performance. The tendency will be to fly slightly higher thanthe initial slope. Then the aircraft will enter the strong descent of the column of air andsoil will be carried by a strong current of air, accompanied by a strong decrease in flight performance.Once out of the central area of the current descending aircraft situation will be muchimproved. This will have a strong tail wind. Since the aircraft will initially tends tomaintain ground speed due to inertia, increasing the tail wind component will cause adecrease in speed to the air mass, further reducing flight performance. Even putting theengine in full, followed by an adjustment of the slope of the flight, could be insufficientto control the aircraft.Very often, such events may exceed the possibilities of aircraft to meet themsuccessfully, so pay attention to them.Personally, I went through such an experience several years ago during a training flightthermal glider. Day for the flight was excellent heat with coverage of not more than 2 / 8cumulus clouds and wind of 3-4 m / s.
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On passing under a cumulus cloud, about 600m, we found large drops of rain (it was notfor the first time). Instantly, the glider went into a strong downward trend and controlswere "softened." Being at about 3-4 km from the airport, I tried to turn right onto it and,after about 180 0 turn, orders and came back again and I could control the glider. In thishalf we lost 300m height curve. At that time, no talk yet about the phenomena described

in this article, but then talking to an expert in meteorology, I concluded that the incidentwas actually a microburst.3 CommentsFiled under Little SchoolTagged asflight, clouds, meteorology, microburst, downburst, weather , wind shear ,delicate situations , Cumulus, Virgs17/05/2011| Edit Icing

A large proportion of aircraft accidents and incidents is small due to negligence or ignorance of treatment with dangerous weather phenomena flight.One of these phenomena is theicing , manifested by the deposition of ice on the airframe(fuselage, wings, empennage, engine intakes). This deposit is made, especially on windexposed elements and those parts having angular (curb appeal, antenna tips, rivets, etc.)..Significantly reduce the phenomenon of flight safety:

reducing aerodynamic performance (low buoyancy, increasing drag) a decrease in power or even stop their engines increase in aircraft weight and balance change Pitot tube obstruction or pressure electrodes degradation of the quality of communications and navigation systems due to

deposit of ice on the antennas
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reduce visibility through the windshield of ice deposit

For the icing to occur two conditions are necessary:

existence of moisture

temperature must be at or below freezing.Aerodynamic cooling can lower the temperature a few degrees below the aircraftstructure of the environment, enabling the formation of ice on surfaces, even under thetemperature above freezing. Therefore, the increase in the flight carried out attemperatures around 5 a C and in conditions of visible moisture. The conditions mostfavorable formation of ice on the aircraft surface are higher near the base of clouds abovethe freezing level within the multilayered thick clouds or rain supercooling. Icing mayoccur at heights of up to 5000 feet above the ice, above the water droplets that are alreadyfrozen.Icing can take different forms; icing transparent form of rime icing, icing in the form of

frost or icing in the form of opaque ice. Of all these forms, the most dangerous icingflight is transparent.If the aircraft is not equipped with de-icing systems or defrosters, using all availableinformation to plan your flight so as to bypass areas of icing. Flight in known icingconditions is prohibited if the aircraft is not certified for flight in these conditions.Before departure, always check the aircraft surfaces are clean. In order to maintainaerodynamic parameters, both ice and any other kind of contamination will be removedfrom the wing and the other bearing surfaces before flight. Where or run off in conditionsclose to the freezing temperature, avoid spraying water or mud surfaces, as they willsurely freeze.Check before turnover for takeoff, the control surfaces to move easily and the whole race.

In icing conditions, using anti-icing systems and de-icing, as recommended. If their efficiency is not adequate, change course or altitude to fly out of the icing as soon as possible, even if you have to do a 180 turn one for it.If you see ice on the surface deposit, make a slight excess of speed to avoid hiring theaircraft at higher speeds than normal and avoid sudden maneuvers. Expect instruments based on incorrect pressure if pitot tube is provided with heating system.If possible, avoid cumuliformi clouds because it is very likely within the transparent Iceformation. The phenomenon can occur at any elevation located above the frost. Avoidflying in or near the top of multilayered clouds. If you see the phenomenon of icing inmultilayered clouds, you can either to lower altitude with warmer air over the ice, or toclimb above the clouds in an area with cold air, below freezing up to - 10 a . Wherelower, taking into account the underlying topography. Not always it allows you to get off long enough to get into an area with hot air.The highest rate of accumulation of ice on the aircraft meets the surface in a supercooledwater droplets, so-called freezing rain . Whether you go up or down so as soon as possible to avoid an excessive accumulation of ice on the aircraft surface. This will leadto significant deterioration of its flight parameters.

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Submission of ice on the horizontal tail can lead to employment or at Depth strokelimitation. If you suspect the ice deposit on the horizontal tail surface, increase the speedof approach and avoid using the flap.Always Connect carburetor heating system in the flight in icing areas. Submission of icein the carburetor or engine intakes can occur at relatively high positive temperature of

moist air conditions.They would be only a few observations about this phenomenon really dangerous for theflight.Photo Source: http://tinyurl.com/66bld851 CommentFiled under Little SchoolTagged asflights, weather , ice, icing, meteorology , rain that freezes, flight07/05/2011| Edit A new world

Photo source:Gabriel DraganTheoretical courses and the period until next spring have passed unnoticed. Assimilatenew knowledge, aerodynamics, aircraft, air navigation, meteorology. As time passes, Iclarify in my mind a lot of questions asked and cleared. With every hour flown specialty,come to understand the underlying principles of flight, I began to know the ocean air withall its phenomena, I learned how do airplanes go through unimaginable distances, is onlyhelping the onboard instruments.They were something new and extraordinary, who approached me with each passing day,the beginning of the flight. In parallel with this, I pusesem the belly book, mathematics
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and physics will be the main subjects in the examination for admission to the MilitarySchool of Aviation. I've always been an above average student, but in that year, my levelof training has increased significantly. It's amazing how much passion can motivate manalways tell my students that motivation is the main engine that will push the performance.The instructors were young and freely, we treated them as less than friends, I felt very

close to us, always made us feel as part of a family.About knowing the plane told us Berariu Mr. Remus, Uncle Romic, as was known byeveryone, technical head of Aero club, a man who has lived all his life among the planes.Meteorology I learned one of the most experienced pilots at that time, Mr. Suba or "Uncle Jeo", as she knew everyone in aviation, older than other pilots, the hair completely white, we talked about Uncle Jeo each important weather phenomenon in parallel with each flight having an affair he lived and related to that phenomenon. Thisman was a true encyclopedia of aviation, I have heard stories for hours without get bored.His humor catch you, meteorology classes are by far the most relished. I am glad to meethim now, when more than 80 years because it has the same zest as then. She retired withan experience of more than 12,000 flight hours, passing through all kind of experiences

that could pass a driver.Examination for admission to the flight passed without any emotions, I thought I knew allthose things when the world. We look forward to going to the airport to see planes alive,especially to start flying. There were many days that I can not imagine how it will bethose moments where I will pick up from the ground, not as a passenger but the planestick. I was going to do flight training in Zlin-526F aircraft. Although I had seen only in photographs, I knew to the smallest detail. Unfortunately, the planes were not yet atDeva. Were to be made in the spring by our instructors.Leave a CommentFiled under About FlightTagged asairfield, lecturing , deva, experience, motivation, air navigation , passion ,

gliding, flying06/05/2011| Edit About the flight landsIn Romania, the flight takes place, in principle, certified flight land, meaning landlicensed or registered. Details on these lands and certification procedures are in Order no.479/2010. Flight procedures in the national airspace and the conditions for civil aircrafttaking off and landing and in other fields than those certificates are stipulated inHG912/2010. Provisions for pilot licensing are included in the following documents:JAR-FCL 1for licensing pilots plane LPAN RACR-2, Licensing and powered sailplaneand glider pilotsRACR-Apan-ULM, ultralight aircraft pilots for licensing motor.In short, to be able to fly as a pilot on board an aircraft, regardless of its class, threedocuments are required:

Flight license valid within the class or type of aircraft Valid medical license within General Operator Certificate radiotelefonist

In order to perform flight activity and flight lands other than those certified inHG912/2010 to read as follows: A civil aircraft with maximum takeoff weight of less
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than 5700 kg, which runs a domestic flight, where rules visual flight can take off and landon the ground and not certified to the following conditions:

land that is buildable and obtained permission from the city mayor in charge of the land

approved the land owner or manager of flight activity on the site; size and surface configuration allows operation in conditions of safety, that typeof aircraft;

any restrictions relating to land flight imposed by the mayor or manager of landare known and respected by the operator (owner) aircraft.

Therefore, for the owner of land outside the city arranged according to regulations,require a valid license and approval of Flight hall in charge of the land.On land, their certification is required by theRomanian Civil Aviation Authority.Leave a CommentFiled under Little School

Tagged asairfield, licenses, land aircraft, LPAN RACR-2, HG912/2010, JAR-FCL 1,RACR-Apan-ULM, Order no. 479/2010, the Romanian Civil Aviation Authority04/05/2011| Edit Airmen, they are wonderful people and their flying

machines

I sat to think about whether to publish these thoughts or keep them for myself. I know itcan not be the only one who sees things from this perspective.We met over time, people (even some in the industry) who smiled somewhat lenientwhen I told them that flight because, simply, that I love to do. I can not see this jobthrough the prism material, and this is taken into account, certainly, but in the foreground,
http://www.caa.ro/https://upintheair2011.wordpress.com/2011/05/06/75/#respondhttps://upintheair2011.wordpress.com/category/putina-scoala/https://upintheair2011.wordpress.com/tag/aerodrom/https://upintheair2011.wordpress.com/tag/licente/https://upintheair2011.wordpress.com/tag/teren-de-zbor/https://upintheair2011.wordpress.com/tag/racr-lpan-2/https://upintheair2011.wordpress.com/tag/hg9122010/https://upintheair2011.wordpress.com/tag/jar-fcl-1/https://upintheair2011.wordpress.com/tag/jar-fcl-1/https://upintheair2011.wordpress.com/tag/racr-apan-ulm/https://upintheair2011.wordpress.com/tag/ordinul-nr-4792010/https://upintheair2011.wordpress.com/tag/ordinul-nr-4792010/https://upintheair2011.wordpress.com/tag/autoritatea-aeronautica-civila-romana/https://upintheair2011.wordpress.com/2011/05/04/aviatorii-oamenii-acestia-minunati-si-masinile-lor-zburatoare/https://upintheair2011.wordpress.com/wp-admin/post.php?post=72&action=edithttps://upintheair2011.wordpress.com/2011/05/04/aviatorii-oamenii-acestia-minunati-si-masinile-lor-zburatoare/https://upintheair2011.wordpress.com/2011/05/04/aviatorii-oamenii-acestia-minunati-si-masinile-lor-zburatoare/http://www.caa.ro/https://upintheair2011.wordpress.com/2011/05/06/75/#respondhttps://upintheair2011.wordpress.com/category/putina-scoala/https://upintheair2011.wordpress.com/tag/aerodrom/https://upintheair2011.wordpress.com/tag/licente/https://upintheair2011.wordpress.com/tag/teren-de-zbor/https://upintheair2011.wordpress.com/tag/racr-lpan-2/https://upintheair2011.wordpress.com/tag/hg9122010/https://upintheair2011.wordpress.com/tag/jar-fcl-1/https://upintheair2011.wordpress.com/tag/racr-apan-ulm/https://upintheair2011.wordpress.com/tag/ordinul-nr-4792010/https://upintheair2011.wordpress.com/tag/autoritatea-aeronautica-civila-romana/https://upintheair2011.wordpress.com/2011/05/04/aviatorii-oamenii-acestia-minunati-si-masinile-lor-zburatoare/https://upintheair2011.wordpress.com/wp-admin/post.php?post=72&action=edithttps://upintheair2011.wordpress.com/2011/05/04/aviatorii-oamenii-acestia-minunati-si-masinile-lor-zburatoare/https://upintheair2011.wordpress.com/2011/05/04/aviatorii-oamenii-acestia-minunati-si-masinile-lor-zburatoare/

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I see tremendous satisfaction that I offer flight, the joy of living every time I pick up theair. Is it just lack of pragmatism?As mentioned in previous posting in the fall of 1976, I returned to Deva, the AeroclubDacia, as it was then called. Meanwhile, the name has changed, becoming the first AeroClub "Constantin Manolache" Deva, and later, Territorial Air Club Deva.

Aero club headquarters is somewhere in the old town at the foot of the Citadel, a narrowstreet, which somehow resemble the old bucharest Bucharest. Now try to visualize theimages in his mind then, I was pretty pirpirel that age. Aero club I timidly entered the premises, only the pilots would know. They were in four gentlemen, including Mr.Porumbu, which we knew in the summer. The other three were visibly younger.I introduced myself, told them what they want, I have watched a little hard to define air.Surprise, surprise, and perhaps a little admiration, do not know. The fact is that feeling of embarrassment that I entered has disappeared like magic. So they were pilots ...They gave me the first news that I enjoyed: the fall of that year had taken Flight Motor sector being therefore could fly a plane, what I wanted, without knowing too well whatwas the difference between the flight and the plane glider. I then explained what it needs

to reach out to the practice flight, that would do afterwards. Heck, we come slowly, intheir world, to the flying!Happened to me many times, years ago, feel a wave of butterflies in the stomach in timesof intense emotion, I am sure each of us had this feeling. There was somethingunmistakably, I had the same feeling at times of extreme fear and moments of joyunchecked. We lived the same feeling in those moments, yes, I felt that I was on the righttrack in trying to enter the world of aviators. It may seem a bit exaggerated, I still only15, but I knew then what you do in life and I knew that with unwavering certainty. It wasonly a matter of time, just to follow the steps there.Leave a CommentFiled under About Flight

Tagged asairfield, deva , emotion, passion, gliding, flying03/05/2011| Edit Getting Started
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Upon returning from vacation, my decision was made. Without a doubt, was to become a pilot, I can live each day what I had experienced in the two flights made with my parents.I told my father that I want to do. Perhaps that's to laugh to myself, I was only 15 yearswhen I wanted to do a lot of other things, that any child at that age. But the idea of becoming a pilot was set deep in my mind that I wanted to do.Obviously I had no idea how I get there. Chance (happy) made at one of the radio broadcasts, to make it fly and aeroclubs. In short, I learned that I could learn to fly if I became a member of the Aeroclub. I was the least surprised when I found that very closeto the place where living is an Aeroclub at the Deva. I have thought, the next day wewent to the airport, flickering with impatience to get to know the people there, the pilots,to find out more about what to do to become a pilot.

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Thirty years have passed since then, but now feel the thrill as if I had entered thecourtyard aerodrome. I expected the corner beyond the main building to enter into aspecial universe, although not yet know how it ought to look. I only knew that there must be something very special. I was surprised by the silence, no engine noise, no plane, no,the place seemed uninhabited. Only somewhere in the hangar, I met someone. Later I

learned he was commander Airclub Mr Porumbu, which explained that, for now, can notdo anything for me. They were in full flight season in autumn had come up at gliding,this is the only active flight sector. Lord told me that the commander is likely to establisha motor flight sector, but that only in the fall, yet were not the pilots or planes.Honestly, I was slightly disappointed, I do not know what is gliding. The atmosphere wasfar from that I expected. I imagined a bustling, dynamic, pilots, planes. Anyway, I feltthat it should be otherwise. I was understood that we meet in the fall and not much else.3 CommentsFiled under About FlightTagged asaviation, beauty, passion, gliding, flying01/05/2011| Edit

Learning to flyIn the section entitled "Little School" you will find little discussion of theoretical issues.We travel together issues of aerodynamics, meteorology, air navigation, legislation, etc..I hope I'm open to suggestions and discussions to be comprehensible to everyone, butespecially useful to those interested in aviation.2 CommentsFiled under Little SchoolTagged asaviation, training, theory, flight29/04/2011| Edit

How I love to fly
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My first aviation experience took place in the summer of 1976 when my father came upwith the idea to abandon the train and go on vacation by plane. He always wanted to trynew things. Said and done!We embarked in Sibiu, a Taroms AN-24 bound for Bucharest. By the time I reachedabout 5000 meters, I tried a lot of new sensations. Excitement of the first lifting off the

ground, landscape becaming increasingly dim and the first "touch" of the clouds,turbulence, the Transfagarasan just seen through the clouds...I remember my father, holding the candy offered by the flight attendant; he rememberedhalfway somewhere, impressed with all the experience of flight. I'm pretty hard todescribe in words those feelings.I have left in memory the clouds, I was simply charmed. After we reached over themountains we found ourselves surrounded by pearled giants, cauliflower-looking. Myeyes hurt from so much light. I never met anything else so impressive, emotions havedisappeared too, like a fairy tale. I stuck my nose on the glass, trying to embrace theimmensity outside. I occasionally distinguish pieces of land, crossing the mountains, than back in the clouds. We arrived in Bucharest too early. I didt want to go down there. It

was then the flight to Bacau, The Military School in Bobocu and the pilot job. If I had togo back in time, I would choose the same.

Ceata(2)

1. During the movement of a warm, moist air masse over a sufficiently cold surface,it may reach the saturation point, leading to formation of the advection fog . Thiskind of fog is most common in winter, it can be several hundred meters thick andvery often extends over very large surfaces. Taking into account the advectionmechanism, the cooling air process and the vapor condensation, we can talk aboutthree kinds of advection fog:

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Tropical air fog - Tropical, moist air, seafood, moves to higher latitudes, reaching colder continental surfaces. Contact between the cool soil and moist, warm air causes the fog

formation. The phenomenon is more intense in cold weather, drizzle and frost often beingassociated.

Cea a de litoral Apare n situa ia ptrunderii unei mase de aer maritim, cald i umed, peste suprafa a rcit a litoralului, n timpul iernii. Mecanismul de producere a ce ii este acela i cu cel descris mai sus. Genul acesta de cea se poate extinde pe sute de kilometri n interiorul continentului. De i este specific sezonului rece, cea a de litoral poate aprea i pe timpul verii, prin deplasarea unei mase de aer cald, de natur continental, peste

suprafa a rece a mrii.

The coastal fog - Occurs in winter, due to penetration of warm and wet maritime air masses, over the cooled coast surface. The mechanism of the fog formation is the same as

described above. This kind of fog can extend hundreds of kilometers inland. Althoughspecific to the cold season, the coastal fog may also occur by moving a continental, warmair mass, over the cold surface of the sea, during summer.
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The sea fog - Occurs mainly over large water surfaces such as seas and oceans. Warm,humid maritime air, entering over surfaces with low temperature, leads to fog, the alreadywell-known mechanism. It is understood that the most favorable areas on Earth's surfaceto produce sea fog are those where the warm ocean currents meet the cold ones. The seafog occur throughout the year, but are more pronounced in the warm period, due to thedifference in temperature between the warm and cold water currents.

Cea a maritim Occurs mainly over large water surfaces such as seas and oceans.Transportul de aer maritim, umed i cald, peste suprafe ele de ap cu temperatur mai sczut, duce la apari ia ce ii, prin deja binecunoscutul mecanism. Este de la sine n eles

c cele mai favorabile zone de pe suprafa a Pmntului pentru producerea ce ii maritime sunt acelea de ntlnire a curen ilor oceanici calzi cu cei reci. Ce urile maritime apar pe tot parcursul anului, ns sunt mai accentuate n perioada cald, datorit diferen ei mari

de temperatur ntre curen ii de ap calzi i cei reci.
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