old man emu

8 hours ago, Bruce Tuncks said:

I want to have high-school physics questions in the road license tests too.

1. What Physics of Motion areas would you test? Speed/distance - Effects of varying tyre-surface friction - Effects of driver head-height on sight distance
2. How do you ensure equality when some people are matematically inclined and others are not?
3. How do you ensure equality when the majority of people have never studied the physics of motion?

Probably the best thing to test is a person's psychological approach to risk.

I would assume that as with every biological measurement, there would be a Normal Distribution (bell curve) of the level risk taking and those whose results showed to the extremes, being too timid or too risky, could be given remedial instruction.

CofG a tad too far back?

The usual story is that the CAC-12 Boomerang was 'thrown" together from parts also used to manufacture the Wirraway, which was based on the North American Harvard, which morphed into the Texan. However I found a video about the North American P-64 and could not help but compare it to the CAC-12

Apart from the shape of the vertical stabiliser, and the enclosed rear of the Boomerang, they are almost brothers.

Here's the video: 

Bugger! Something else to consider in my event palnning for next April. I suppose the RAAus bloke will come up with the CASA one.

And will you please stop using the word "audit" as a synonym for "enforcement" !!!!!!!

An audit should be an aid to continual improvement by comparing the observed results of procedures to the desired results. It is the overall trend that an audit of a system is seeking to determine, NOT the results of an individual observation. 

We all go on, and on about the single observation of a simple thing, such as failing to carry a copy of thier latest medical certificate, but not a word is said about the fifty observations where the certificate was being carried. As an auditor, I would be very happy with a 50:1 application of a requirement. Also I would be more than interested in comparing the result of observations taken at the most recent audit with the results of the first couple to see if there was imprevement, regression or stagnation.

I spoke to the blokes in an Airservices control tower and although they would not say anything that could be used against them, they provided me with an indication of acceptable separation distances between aircraft taking off one after the other.

PROVISION OF FUEL

This is a headache. My Avgas supplier won't go within a bull's roar of Mogas. You blokes scared me off by raising the liability risk of my going to a petrol station to get a lot of fuel then selling it on to those who want it.

My only option is to say that running a tankful of Avgas in an engine that runs Mogas is not going to destroy the engine. Besides by April, the price of Mogas 98 which has an excise on it, might nearly be the same as Avgas which doesn't have the excise.

Great! I'll put up some details for Tooraweenah.

On 12/10/2022 at 7:25 AM, APenNameAndThatA said:

saying that it was still my fault because even though I had right of way was still my fault because I should have been on the lookout for an aircraft approaching from above and behind me and seen it before it got up beside me.

This is confusing me. Can anyone explain to me how the pilot of a typical light aircraft WHICH IS NOT FITTED WITH A REAR VIEW MIRROR can be expected to see an aircraft approaching from the rear, either above or below? And if that aircraft is approaching  does that not imply that it is travelling faster then the one in front? Therefore the approaching aircraft is overtaking and should pass to the right with a clearance of 150 metres horizontally or vertically whichever is applicable.

7 minutes ago, Geoff_H said:

She is requiring that I also get an optometrist report at additional cost

I'm not joking. Go to Specsavers. I got my eyes tested by them in response to a similar demand by a dopey doctor. I asked Specsavers for a copy of my eyesight test and I submitted that the NSW RMS for renewal of my Heavy Combination driver's licence and Bus driver's Authority. Satisfied RMS and I got the eye test bulk-billed.

Don't trust what your doctor says. Like the German Prisoner of War Camp Kommandant, doctors know F-all. Just  be careful when doctors start asking you your height and weight. They'll tell you that you BMI is over the limit claim you have sleep apnoea and send you down that path to financial ruin.

The biggest hurdle to provision of accommodation is that the aerodromes are owned by local councils which usually are not pro-aviation. Most of these council-owned aerodromes were handed over to them by the Federal Government around 1975 (I think that date is correct). The aerodromes are a liability to councils as they have to be maintained. Our council will mow the runway at Tooraweenah, but won't touch the shoulders or taxiway to the "terminal". That's the battle the museum society is having as we want the whole site to be pristine. We are trying to convince the council to hand over maintenance to the society so the job can be done right.

So if councils won't spend money keeping the aerodrome safe for operation, what makes you think that they would fork out hundreds of thousands to build short term accommodation? We are trying to work out how to finance the building of a simple accessible toilet block with two stalls and a water tank for hand washing. Our proposal for such a block was $20,000. A cabin, with a bedroom;  kitchenette/dining room, and bathroom/toilet is going to cost over $50,000. Then there is the costs for a caretaker.

At Tooraweenah we could get cabins built on the next-door property, but that would depend on the financial capabilities of the landowner and Council approval for the development.

I'm afraid that it's going to be a swag and a tarp over the wing for aerial tourists for a long time. 

Would you believe that there is a phobia related to getting airsick? It is called Aeronausiphobia, not joke. https://psychtimes.com/aeronausiphobia-fear-of-vomiting-due-to-airsickness/ 

I suffer from it myself, which is a real PITA. But if you accept your fear, and carry a barf bag and mouthwash, you can deal with it. Having said that, from the symptoms described, I'd say our friend is suffering from self induced stress brought on by trying to carry out the tasks of the lesson perfectly. Back off a little. You have an instructor there to catch you if you fall. Shorter lessons are a good idea in the early stages. You don't simply buy a pair of runners and go do a marathon without have conditioned yourself by building up from running a mile.

Strewth! You are frightening me in relation to handling air movements at this event I'm planning for all comers. 

Will I have to include in the entry conditions that failure to make proper radios calls at the correct time will result in disqualification and an interview with Head of Security?

Seriously, should I be concerned about poor airmanship as it is something that I cannot control, only advise against.

And not one of you has given a thought to the emotional trauma the shark might have suffered as a result of a giant seagull-looking thing swooping down on it.

What a waste of intellect. To have the knowledge to understand programming, yet use it for juvenile purposes. All of us who encountered it probably thought the same thing  - "What an arsehole" Not one of us would have thought, "Well done, that man." I suppose it illustrates the pessimistic mentality of the younger generation.

Oh Death! Where is thy sting?

Release me from the misery

Of another earthly thing.

10 minutes ago, Roscoe said:

, once you get your RAA Cert, you CANT THEN FLY IN controlled airspace

You've got to wonder at the stupidity of CASA. You've been operating in controlled airspace since your TIF and completed hours flogging around in a controlled circuit, making calls and responding to directions, then before the ink is dry on your pilot's certificate, CASA says that you are not competent to do the very same thing you've been doing for months.

If lips were dynamite, CASA couldn't blow a kiss.

Gadzooks! I'm agreeing with APenNameAndThaA.

I've got to buy an up-to-date WAC chart for the planning of my Event. Having that information will be essential to getting through one of the hoops CASA will no doubt put up for me to jump through to getting approval.

Where do I find the code book to decipher the RDP numbers?

12 minutes ago, APenNameAndThatA said:

I'm pretty sure that if you have a RPL then you can fly a 24 reg plane in controlled airspace. 

That must be correct. Look at the number of flying schools at Bankstown, Moorabbin and maybe Eagle Farm which use RAA for at least ab initio, or all the way to RAA Certificate. The instructors would normally operate in both worlds.

6 hours ago, RossK said:

Just checked my Avplan tracks,

Thank you for doing that. I hope I can get some more replies so I can get an average.

7 hours ago, onetrack said:

What Jackc forgot to show you, was the actual auditor, who steps out of the MH-6 Little Bird, once they land ...........

 

 

That be one angry bitch!

At 12:37 pm on 2/10/22 BrendAn indicated that his original question had been answered. 

Now it's time for those words of love and devotion oft heard in a house of ill-repute, "Next one!"

1 hour ago, pmccarthy said:

Six minutes is too long to be taxying in April.

I was trying to save arguments about taxying too fast. I calculated it would take six minutes to taxi from the marshalling area to the run-up bay at a walking speed of 5 mph.

Your answers to my question on how long it takes to do a run up, will determine the interval between one aircraft entering the run-up bay and the release of the next one from the marshalling area. It might take six minutes to taxi the distance, but if the run-up takes 3 minutes I can have two aircraft on the taxiway at the same time - one about halfway and one about to leave the marshalling area. I'd like to be able to dispatch the competitors as quickly as possible, but I have to be careful of separation after take-off. Also that taxiway will be unsealed. I hope to get it rolled flat, but pilots would still have to be careful.

In April you are looking at a late morning air temp of just under 20C.

Any auditors who approach an audit with such an attitude should be paraded before a classroom full of trainee auditors and have their pencils removed and broken before their very eyes. Then their clipboards should be snapped in half and hurled into the nearest garbage tin.

Audits are not a means to gather evidence for prosecutions. They are a means to identify where improvements can be made in the areas being audited.

Unusually for me, I think this discussion is drifting too far into the physics of brake function, and wandering away from a discussion on the act of reducing the ground speed of an aircraft from landing speed to taxying speed.

Think about how you drive your car. Say you were driving along at the speed limit of 80 kph. That's close to the landing speed of a recreational aeroplane. Being an attentive driver, you see that a couple of hundred metres ahead, the traffic lights have changed to amber. Do you stomp on your brake pedal then and there? Nope. You take your foot off the GO pedal and let the rolling and air resistance start to slow your vehicle. As you approach the traffic lights, which are now showing red , you use your experience and decided to lightly press on the brake pedal to get a better rate of slowing. You monitor the effect of that application so that by the time your vehicle is about 30 metres from the traffic lights its speed is down to about 20 kph and so rolling and resistance forces can deal with slowing the vehicle to walking pace. Then you clean up the stopping process by a little more brake pressure application. At no time did you stomp on the brake pedal and cause the brake system to stop the rotation of the wheels completely so that they skid over the road surface.

Now, what's the difference between the braking process you have been doing since you were a pimply-faced teenager and the one you employ now as a responsible PIC?

In going to Tundra tyres, I would look at the possibility of the tyres interfering with stall characteristics, because they may increase drag, which may affect pitch behaviour. There could be prop-strike problems if the sidewalls flexed too much on touching down. That flexing could also allow the sidewalls to contact surrounding assemblies, damaging the tyre, and even the assembly.

Questions! Questions! Questions!

The more I delve into planning this thing, the more questions pop up. This one is about the timing of aeroplane dispatch at the start of the event. Here is my idea of the distribution of areas of activity on the aerodrome:

I'm expecting that in April, we will be using runway 04. What I was planning was that competitors would gather in the marshalling area according to a pre-determined departure order. The first off would taxi down to the 04 Run-up bay. As soon as they entered the bay and began their run up, the Marshall would release No 2 to begin taxying towards the run-up bay while No 1 did the run-up. By the time No 2 reached the run-up bay, No 1 would be lined up on 04 for dispatch. No 2 enters the bay and No 3 is released. The Marshalls at each end of the taxiway would communicate by flag. No need for communication by radio with competitors.

From the marshalling area to the run-up bay is 800 metres. At a walking speed of 5 mph (130 metres/minute) that distance would be covered in 6 minutes.

The question is: What is the average time for to complete run-up checks?

5 hours ago, Bruce Tuncks said:

OME, whats a YAF ?

YAF = Young Aggressive Female

The type of female who drives like a maniac and then abuses you, calling you a male chauvinist pig. 

19 minutes ago, aro said:

in a school zone at 8:30 am.

I lived on a street with a school zone. Didn't go out much. Hell hath no fury like a YAF driving in a school zone.