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aro

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Everything posted by aro

  1. aro
    5200 rpm is the minimum recommended speed for WOT operations to protect against detonation. 5300 is better, 5400 better still. In practice, it's probably the minimum rpm for climb at Vx. The static rpm will depend on the propeller and aircraft speed e.g. I get about 5300 rpm static but only 5200 on climb out. If you have controllable pitch, you might want 5800 for maximum power in takeoff & initial climb, with the ability to set 5500 (maximum continuous) for climb or cruise.
  2. aro
    If you want to set up a flying school or charter business, I would expect that to work, but people who have done it report it's much more difficult than expected e.g. documentation acceptable for an existing business might be rejected for a new business. For a parallel alternative to RAAus - extremely unlikely.
  3. aro
    If members, aircraft, ops manuals, CASA exemptions etc carry across from one organization to the other I wouldn't call them new organizations - just a restructure/rename. A new organization would mean developing manuals from scratch, recruiting members etc. Totally different story.
  4. aro
    SAFA was HGFA, which has been around for how long?
  5. aro
    That doesn't matter. He shouldn't have had a license. Otherwise, what are training and testing for? Why not make training optional? There's a really big difference between weather at 20 knots vs weather at 120 knots. That's one thing that you would expect the training to focus on.
  6. aro
    If he had been properly trained you could say it was the fault of the pilot, but since he didn't receive the required training it's just speculation to say he would have done the same thing. One of the things training is supposed to give you is skills and information to make better decisions. It's the instructors job to assess the safety of the pilot they are training, if they are not safe they shouldn't be signed off to take the test. His girlfriend was training for PPL, so she would have know what training he should have received.
  7. aro
    Are any of the current organizations less than decades old? The rules have been written around the existing organizations, I don't think any new organizations have been created under the SASAO rules. In theory you could create a new organization, in practice you would need to spend millions of dollars, with no guarantee that CASA wouldn't just say no or slow walk until you ran out of money.
  8. aro
    When you say nothing, you mean nothing other than approval by CASA (including rewriting all the exemptions to refer to the new organization) and obtaining insurance coverage. If insurance companies decide they don't want to be in the recreational aviation business, that would be a big problem for new and existing organizations alike. Private aviation is small beer for insurance companies, if it becomes more trouble than it's worth they will just decline to write policies.
  9. aro
    It's partly out of CASA's control, unless CASA indemnify RAAus. If the insurance coverage is denied because of actions of RAAus or a claim exceeds the insurance coverage, or the insurers just decide they don't want to be in that market, RAAus ceases to exist and pilots and aircraft are grounded. Personally, I think some in CASA would like to see the end of RAAus. The various simplified medicals and the ease of conversion of a pilot certificate to RPL undermine the reasons people join RAAus, and appear to be designed to attract people back to GA from RAAus. If RAAus ceased to exist, would CASA just rewrite the existing exemptions with reference to CASA instead of RAAus?
  10. aro
    So you would have seen where the Coroner says when the ATSB does not investigate an accident involving an RAAus registered aircraft, "RAAus has provided investigative assistance to state police forces and coroners". That seems to accurately describe the situation - state police forces and coroners investigate, RAAus provided assistance. What was the Coroner unaware of?
  11. aro
    If you read the Coroners report, he is very aware of that and is specific about the problems. The report is very good, the Coroner seems to have an excellent understanding of the issues.
  12. aro
    ATSB don't do investigations for CASA. They are an independent body, and can investigate CASA if required. If you're worried about lawsuits, the last thing you want to do is an investigation. Anything discovered in an investigation can and will be used as evidence against you (as they say). A problem documented is much worse than a problem you can plausibly deny knowledge of. It appears that the lawyers have given that advice to RAA, which is why they stopped doing investigations.
  13. aro
    The question is not whether threats exist, it is whether the ASIC is a useful tool against them. Rule #1 for security is don't tell your adversary what you know. If you deny an ASIC, you tell them what you know. Maybe some ASICs are denied for trivial reasons, but if someone who is a real threat applies the ASIC must be granted to avoid tipping them off. So the ASIC is useless, arguably worse than useless because people assume that someone with an ASIC is not a threat. I have no doubt that real checks are done behind the scenes but they are not voluntary, you don't know they happen and you don't find out the result.
  14. aro
    If you look at a chart you can see it's not true. Lack of access to CTA forces you lower over tiger country. There's plenty of routes where through CTA and higher altitude would be safer. Suggesting the opposite is rubbish. But the problem in Australia is that you're likely to get "Clearance not available" even if you have the qualifications.
  15. aro
    Do you really think they flew this flight without an adequate briefing?? 100+ knots, 200 feet, at night near a busy airport? Military flying can be dangerous by necessity and people are killed in accidents occasionally. But it shouldn't be putting civilian traffic at risk. There's no justification for a route at 200' below landing civilian traffic.
  16. aro
    This accident really has to be blamed on whoever decided that helicopters flying at 200' below aircraft at 300' on approach to land was OK. The second factor was whoever decided that visual separation at night between aircraft in that situation was OK. With those factors in play it was just a matter of time and luck before this accident happened.
  17. aro
    There are a couple of videos on Youtube demonstrating how they work. Seems reasonably convincing. Arguably not as good as dynamic balancing, but it looks like the material should redistribute to reduce rotational vibration whatever the cause - maybe even blade pitch and tracking etc. They will always start out of balance due to gravity, until the vibration distributes the balance material. They will not do anything for power pulses through the gearbox, so won't allow lower idle RPM on a Rotax.
  18. aro
    If you're referring to the common double-click acknowledgement, that conflicts with the standard. Communication using speechless radio transmissions: - 1 transmission - affirm, or acknowledge - 2 transmissions - negative - 3 transmissions - say again - 4 transmissions - request for assistance from ATC - 5 transmissions - additional emergency 1 long transmission - abandoning the aircraft Have you ever used any of these? The only example I could find was an ATC describing trying to use them in a comms failure, but the pilot was using 2 clicks for affirmative. Confusion resulted. Maybe we do need to educate on their use. Or maybe they are outdated and should be abandoned.
  19. aro
    Have you read it? It's a terrible document. It reads like it was written by someone who hasn't done much/any VFR flying. Press and hold the PTT as long as possible as a signal you're abandoning the aircraft??? Really? Am I ever going to use that information?
  20. aro
    Yes, but you're answer only makes sense if you already know that the datum is just an arbitrary point chosen for convenience. Given that the original question was about how the datum is derived, it didn't necessarily help. I was trying to write a more complete answer.
  21. aro
    The datum is just a point chosen for convenience as the origin of all the other measurements. The datum doesn't have any aerodynamic significance. The datum could even be e.g. a point in front of the aircraft. The advantage of that is that the arm values for e.g. engine oil or a change of propeller are positive values and it simplifies the calculations.
  22. aro
    According to Wikipedia, mogas is "a slang for common gasoline (for cars, motorcycles, lawnmowers ...) used by aviators to distinguish it from avgas". According to BP, "Mogas is otherwise known as motor gasoline, is used by ground vehicles, while Avgas is specifically developed for aircraft use" Neither indicate it is a specific fuel different to what is available in Australia. Unless you can point to an example that shows Mogas actually exists as a specific fuel, I'm inclined to believe BP rather than just your say-so.
  23. aro
    Is there a product sold as Mogas anywhere? I've always heard it used in relation to aviation, i.e. it basically means not-avgas. In the USA they have gas/gasoline for cars and avgas for aircraft by I'm not aware of actual "Mogas".
  24. aro
    Yes. As I said:
  25. aro
    Here's a definition of suction: "the act or process of exerting a force upon a solid, liquid, or gaseous body by reason of reduced air pressure over part of its surface" I think it's fair to say we are exerting a force on a solid body (the wing) by reason of reduced air pressure over it's surface. https://www.merriam-webster.com/dictionary/suction
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