RFguy

as an excellent twin aircraft , and young pilots tend to be from my experience, very much on the ball, we can only WILDLY speculate and nothing else to the cause of this accident. IE pure imagination only..... - commercial service twin maintenance is a step above private cessnas (IMO) - maybe he hit some space junk , a drone or had a brain anurism. who knows. if I ever fall out of clear sky you can be pretty sure either I had some rapid physical incapacitation or a mid air collision. Stuart, is there enough flexibility in the Baron's pitch control to override a jam in either the yoke piitch or trim run ? I dont know that end of that plane.

any adsb logs ?

From my POV, the "Never Ending story" topic simply pollutes useful discourse on an otherwise useful site/engagement Does anyone know how I can permanently mute it from ANY of my sessions. I do not want it filing up my screen with IMO, useless time wasting rubbish ! (everyone is entitled to their own opinion) The site might get more traffic if the what's new wasnt filled up with the trash 🙂 glen

I would only fly flapless with a high crosswind to deal with. I suggested it because it might make the transition to flying the 230 easier. if you have power on in normal landing configuration in the flare it will not stop flying. (unless it is overweight) ....I think that's bad advice... are your flares performed with the stall horn blaring ? if not, then you're not going slow enough to flare decisively in the normal landing configuration ( flaps) . it will likely just balloon. Or, you'll use up twice the runway . Done right, ( I think) the stall horn is screaming its head off with quite a steep nose up flare, inches above the ground. OH AND DO CHECK THE STALL HORN IS WORKING ! Be also aware- the 230 is quite nose heavy with not much in it. put a bag of concretein the very back maybe to again ease the transition. however, that shouldnt need to be there when you are proficient.

Hello everyone, I am back in the living. I agree about the inertia comment. 1) what are your flapless approach / landings like in the 230 ? Tried that ? The extra speed will mean you are carrying a alot more inertia (and maybe give you a little more time) 2) are your flares performed with the stall horn blaring ? In benign conditions, I would recommend that be a telltale of the right airspeed for a J230 Like most planes, you never want to let them get too slow. depending on the plane, you run out of a varied number of performance requirements (tail authority, elevator authority, roll authority) I found when I first flew my 230, I wasnt letting it get slow enough in the flare, so I learned to fly is an inch above the deck - the feel and touch of just the right amount of back stick is quite tricky and very fine..... IE first few attempts resulted in balooning at low speed (bad) and resultant go arounds . Jabs with winglets, especially high aspect wings like the 230 and the 170, the induced drag increases very little as the wing gets slow. as a result, the wing tends to just fly and fly until suddenly it doesnt. compared to my PA28 wing that the wing gets mushier and mushier but there isnt any sudden death a few inches off the ground like the jab. Glen.

yep. the cabin muffer shroud heater or water jacket heater produces literally kilowatts of heat for the cabin..... and it is there for free if you want to burn up 300W say in a resistive element, your alternator might take 500W of engine power to do it (2/3 of a horsepower) , and create an extras 1kW of heat doing that.... so, that's why every system uses waste heat . even the electric aircraft use Waste heat from the water cooled engine and water cooled motor driver.

Walrus already posted above. numbers are right, I think.

reported- not know as fact ...Commissioner Mitchell. ATSB interview : ""We certainly saw the take-off speed around about what we would expect … about 61 knots," he said. " 61 knots is not enough LOL !!!!

OK, so I looked at the whole video, not just the frozen picture in the post yeah that is a bit narrow. I wonder what the going was iike on the grass- IE if it would have appreciably braked one wheel, (as to pull it one way) or was hard packed. I wondered, wouldn't you be better off with all grass? Maybe it takes concrete for the takeoff to have a low enough rolling friction to get airborne before flying off the cliff.

looks pretty wide to me

the chicago crash is well written up in Air Disasters 2 (Macarthur Job)

OK. MIke so he just needs, on the headset side - GA earphones plug to 3.5mm stereo line socket (with the appropriate resistors in there to get the levels right for the line level input) since the headset is a few volts and the line audio is a 0.15V ? send me his address I'll make something up .

my freight ..... doh.

I'm not fully sure I understand the question. He has bluetooth capable connected heading aids that he uses IE they have bluetooth aux input facility ? He flys ? He wants to use hearing aids with his aviation headset ?

I have made a prorotype of one intercom box (for GA aircraft) that takes care of boosting specific frequencies to suit the user, in a dynamic context sensitive manner. So that sources with lots of HF (high frequency) do not get boosted, but content lackin gin HF do etc. Inserted in series with headphones and mic. But this is domestic use ? JUst boosting some frequencies and not others.. Many TVs now have equalisers (like the three band low, medium and high) all my TVs do. That will be the best place to start. you can also turn on voltume equalization to avoid quiet passages what's really required is a dynamic equaliser that tries to maintain a specific amount of energy in specific frequency bands. on headphones for aircraft. : Whereas plain old headsets seems to generate the same amount of audio in the 'cans for different brands, the noise-cancelling type headphones seem to be all over the shop with respect to the amount of soound prooduced for a given input This is not unexpected given the type of algorithms and as an implementation engineer this is something some how they;ve f**cked up because its an obvious problem. -glen