old man emu

I wonder if part of the problem is that of being timid with putting the plane down on the aiming point. Should a pilot develop a mindset that says, " Who's controlling this plane? Me or Mother Nature. I've decided on a landing point. That's where I'm going to put this plane on the ground, and I am going to make the plane do it."

Here's a paper describing the Jacobson Flair: https://www.jacobsonflare.com/wp-content/uploads/2015/02/1988-01-aa-aircrew-bulletin-article-optimised.pdf

Be sure to read and understand the caveats expressed in the editor's comments (italicized text at the beginning). 

Governments of the Left or Right have to borrow money to get things done. If they don't, Governments have to permit the private sector to do the things the community needs, and private sector gets it money back from the people ( tolls on motorways etc.)

Whitlam's Labor Government had to borrow to finance the programs it promised the people. The people wanted these programs because the Conservative governments  from 1949 to 1972 had done little to improve infrastructure, except maybe for the Snowy Mountains Scheme.

The Snowy Mountains Scheme was originally suggested by NSW, but after Victoria and South Australia raised good points for their involvement the Chifley Labor Government chaired a meeting between the four governments and an agreement was reached to develop plans to achieve the objectives of each State. However, limitations in the Australian Constitution meant that the Commonwealth Government was limited in the powers it could exercise, without the agreement of the States. Subsequently, the Commonwealth Government introduced legislation into the Federal Parliament under its defence power;[6] and enacted the Snowy Mountains Hydro-Electric Power Act 1949 (Cth) that enabled the formation of the Snowy Mountains Hydroelectric Authority.Ten years later, the relevant States and Territories introduced their own corresponding legislation and in January 1959 the Snowy Mountains Agreement was reached between the Commonwealth and the States.

So Whitlam's Government spent money to set up Medicare. It put money into Aboriginal communities. It encouraged the Arts, including the motion picture industry. Maybe Blue Poles was up the pole, but Whitlam's government did save us a lot of money by pulling troops out of Vietnam and ceasing interrupting the lives of lottery losing young men for two years.

Although this article is two years old, the economic principles expressed in it hold true for the time it was produced; the years when we Baby Boomers were growing up, and for today. Like statistics, the data does not lead up false paths. It is the errors of the interpreters the leads us astray.

You seem to be overthinking this whole thing. Forget trying to do mental arithmetic in the circuit. Landing is all visual, just like driving a car to the airfield. You don't do any arithmetic while you are driving, so, with experience, you land by instinct.

The important thing is to fly a neat, rectangular circuit. To do this at your training field, have your instructor help you identify the reference points.

The important ones are:

1. The point on the horizon that you fly to so that you are close and parallel to the runway on the downwind leg.
    
    
   
2. The sight picture over your left shoulder when you are 45 degrees off the end of the runway.
    
    
   
3. The point on the horizon that you aim for to fly base leg at 90 degrees to the end of the runway.
    
    
   
4. The sight picture  of the point where you begin your descending left turn onto finals. 
    
    
   

Keep your eyes on the piano keys, numbers or the bare patch at the end of the runway and fly straight at your target. Initiate the descent with elevator and maintain with trim and engine revs. After the descent path has been established by the elevator and trim, leave it alone. If the target seems to be going under the line of sight, reduce power. If the target seems to be going above the line of sight, add power. Hold your nerve and keep flying to the target until you reach the flare point (That's another lesson in recognising the correct sight picture).

On the ground, before you begin a session of circuits and bumps, identify any crosswind component in the wind, relative to the direction of landing. If the crosswind is from the right, you will have to keep in mind that your Base leg will have to be extended before the turn to finals. If it is from the left, the Base leg will be shortened. (Also do the same for a destination airfield when you are doing cross-country flying. If you have prepared your circuit entry plan before you leave home, it will be one less task to do when approaching your destination.)

Also, start developing the skill to estimate position from visual clues. The best place to start is while you are driving to the airfield. Start estimating how far from an intersection you should start indicating a turn; how far from red traffic lights you should come off the accelerator or start gentle braking. If you do this practice in your car while you are driving your usual routes, you will hone the skill and it will be easier to apply it to circuits and bumps.

 Fm and Am radios using crystals have been banned in model aircraft for over 6 yrs

It took me years to save up the money to buy my first Hitec radio. Hundreds of dollars. Now I can buy an RTF plane with 2.4GHz transmitter for about $150.

What do I do with the 28 (?) and 36 units I have in a box? I suppose that since no one uses them these days, I can go to my nearby slope and fly using them without fear of interference from 2.4GHz users. That's if all the grey-tiled roofs of the houses built across the valley floor and to the foot of the slope haven't ruined the original uplift pattern.

All good questions but not all of the questions ... and doesn’t answer the original question of what CASA’s position is.

I made the mistake of doing what a "reasonable person" might do to ensure that anything added to an aeroplane, after its having been constructed to acceptable standards, could not endanger the aeroplane or occupants. A "reasonable person" is a hypothetical person of legal fiction.  There is no accepted technical definition. As with legal fiction in general, it is somewhat susceptible to ad hoc manipulation or transformation.

Clearly, CASA, being the ultimate source of all things aviational, has transformed the "reasonable person" into a Public Service martinet.

I suppose the questions to be answered are:

1. Does the fitted position of the device reduce the pilot's outward viability?
    
    
   
2. Does the fitted position of the device impede the free movement of, or access to the aircraft's controls?
    
    
   
3. Does the fitted position of the device impede the pilot's clear view of all flight and systems instruments?
    
    
   
4. Does the fitted position of the device affect the aerodynamic characteristics of the aeroplane?
    
    
   
5. Could the device cause injury to the pilot or passengers in the event of sudden accelerations in any of the 3-axes?
    
    
   
6. Could the operation of the device affect the correct function of a the magnetic compass?
    
    
   
7. Could the operation of the device affect the operation of electrical equipment of the aeroplane?
    
    
   

If all the answers are "No", then I don't see any problem fitting the device. People do fit iPad holders, don't they?

Am I missing something?

If a bloke puts himself up to his peers as an upholder of their common morality and is then chosen by his peers to represent them in government, why does he abandon that morality soon after leaving his home ground?

Why do politicians play the 'honest, happily married, family bloke' while touting for your vote at election time, then as soon as they stick their bums on the parliamentary leather, start searching for ways to obtain, corruptly, financial gains and seek out partners for extra-marital sexual gratification? If one of the blokes in your social circle flipped like that, he'd be sent to Coventry pretty damned quick. 

No wonder people say Ned Kelly was a Gentleman.

When I was reading the above and came to the end of this sentence: "Airservices say that the request came for it to be named Rodds Bay, but in their wisdom, they have called it Iveragh.", my mental pronunciation of "Iveragh" was IV [as in 'give'] ER AH. Is that my Sydney accent coming through?

You think the world revolves around you?

Think of this.

It's not what happens between the RBT site and getting out of the police station.

It's what happens after you get out of Court.

3 months; six months; twelve months or more off the road.

How ya gunna get to work?

I'm not going out of my way to drive you there.

You think the world revolves around you?

Explain the following:

1. What has your instructor told you to do in the circuit?

2. What licences/permits/certificates you need to do to be able to fly legally?

3. What do you need to do around an aeroplane before you fly it?

4. What must you do to avoid colliding with other aeroplanes in the circuit?

If you can explain these things then you have a sufficient grasp of air law to pass the exam. Knowledge of some obscure things will get you extra points to give you bragging rights about how you aced the exam.

Hope his airways clearance was in order.

This from the Australian Law Reform Commission.

https://www.alrc.gov.au/sites/default/files/pdfs/publications/ip46_ch_12._strict_or_absolute_liability.pdf

This is from NASA: https://wright.nasa.gov/airplane/warp.html

Question: What is the perceived advantage of this new generation of wing warping technology, what are barriers to its adoption, and how practicable is it for it to trickle down to general aviation?

Answer: A warped wing or a morphing airfoil, shows significant improvement in lift to drag ratio and in decreasing the overall drag of the vehicle. Depending on the specific technology many of the components are internal which has several benefits (decreased drag, increased life span) and with advancing technology and research the power consumption and additional weight of these components has been significantly reduced.

In the world of UAS's morphing wings have been show in some cases to increase stall AoA by 8 degrees or more (see Membrane Wing-Based Micro Air Vehicles) The complexity of analyzing morphing wings and airfoils however can present a challenge, as now there is significantly more fluid structure interaction, requiring solvers with more capabilities, or an increase in experimental data. Large scale implementation is currently underway (see NASA Successfully Tests Shape-Changing Wing for Next Generation Aviation or Morphing Wing Passes Test, Business Jet Flew Concept Years in Making) and in a aerospace world that is concerned about improvements to develop faster and more efficient vehicles this technology holds some appeal.

If a man does something, but a woman has not seen him doing it, is he still wrong?

Run out of credit? That's what kids say when they don't call to let you know where they are. ?

If  ELAAA Pty Ltd is a private company which wants to be a SAO, how would it differ from RAAus in its financial operations? ELAAA Pty Ltd would still charge for its services.

I think that it is time for the proletariat to revolt. Overthrow the Empire of CASA and re-establish the Department of Civil Aviation physically connected to Parliament. Having the control of aviation by an Authority that is at arm's length from parliamentary control has flown us into the Cumulogranitis.

What about Ricahrd Pearse from New Zealand? 

https://en.wikipedia.org/wiki/Richard_Pearse

http://www.billzilla.org/pearce.htm

In the late 1890s and early 1900s, progress towards obtaining heavier-than-air controlled and sustained flight was approaching the Winning Post in many countries. Most of the work was being done by lone experimenters in back sheds in isolated villages.  Most successful initial flights were not recorded, but the Wrights were able to get a report of their flights into newspapers the next day. It was a case of the first to announce gets the prize.

This story is a bit wrong in that it says that flights on the first day reached 3 miles.

https://chroniclingamerica.loc.gov/lccn/sn85038615/1903-12-19/ed-1/seq-5/#words=fly+flight+Wilbur+WRIGHT+flying+airship+Wright+Orville+Flight+AIRSHIP+brothers&date1=1900&date2=1905&searchType=advanced&sequence=&proxdistance=5&rows=20&ortext=wilbur+orville+flight+flying+airship&proxtext=&phrasetext=&andtext=wright+brothers&dateFilterType=yearRange&page=1&index=6

This one reports the first flight in the Wrights' words.

https://chroniclingamerica.loc.gov/lccn/sn83045366/1904-01-06/ed-1/seq-1/#words=fly+flight+Brothers+WRIGHT+flying+Orville+Wright+flights+AIRSHIP+Wilbur&date1=1900&date2=1905&searchType=advanced&sequence=1&proxdistance=5&rows=20&ortext=wilbur+orville+flight+flying+airship&proxtext=&phrasetext=&andtext=wright+brothers&dateFilterType=yearRange&index=0

The choice of wing warping must have been to gain more control than they expected from aeilrons. A reasonable decision at the time.

One has to remember that most advances in mechanisation in the 19th Century were the products of the Practical Man (Homo sapiens var. knucklii barkant). The Wright Brothers' method was empirical. They theorised; tested their theories by experimentation and utilised the best results of those experiments. The Brothers were no doubt fully conversant with the works of Sir George Cayley who identified much of the basics of aeronautics and published them in his work "On Aerial Navigation" (around 1809/10).

The thing to keep in mind about the Wright Brothers was that their contribution to flight was the development of a means to control the rolling motion of an aeroplane. Cayley had already worked out pitch and yaw control nearly one hundred years before. It would be interesting to discover why they adopted wing warping for roll control when the function of the aileron had been known for many decades before they started building aeroplanes.

As for the value of attending a University, I is unlikely that what later came to be called aeronautical science would have been part of a formal engineering degree in the 1890s. Academics might have considered flight by Man more of a mythical topic than a practical one. Also, anyone who is engaged in a new field of Science knows that what is delivered in a course dealing with the field lags behind the most recent knowledge by several years. If Orville had gone to Yale, December 3, 1903 would have been a Thursday like any other previous December 3.

Why take off with "Carby - Cold"?

It comes back to the effects of Density Altitude on engine performance. Increasing the temperature of the air, by using carby heat, reduces its density. Less dense air means less air passing through the carby venturi, lessening the relative pressure between the venturi tube and the float bowl. Less pressure in the venturi tube means less suck of fuel from the float bowl. Less fuel means a weaker power output in the cylinder. Also, less dense air means less O2 per intake of air into the cylinder of air. Less O2 per intake stroke of air means that the Chemically Correct air/fuel mixture will not be reached. This means less effective fuel burn in the cylinder; which means less pressure on the piston top; which means less force on the crankshaft; which means less torque; which means less work from the propeller.

PLEASE NOTE: 

I have been careful to use the term "fuel burn" to describe the combustion of the fuel/air mixture in the cylinder. Abandon the old description of the Otto Cycle as Suck; Squeeze; Bang; Blow. In an efficient engine the sequence is Suck; Squeeze; Burn; Blow. If you have "Bang", you have detonation and an engine on its way to falure.

Here's an interesting video dealing with the use of carby heat.

The points to be taken from it are the need to know the path that the air travels before it gets to the carby, and what happens to the temperature of the air as it travels that path.

The video also highlights important differences between engine management in a PA-28 and a C-150/172, normally aspirated engine. It shows the necessity of a thorough knowledge of the content of the POH.

Looks like Barnes Wallis' application to Vickers-Armstrong bombers in WWll has been pushed onwards.

https://en.wikipedia.org/wiki/Geodetic_airframe