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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    The local QNH from ATIS or AWIS.
  2. Roundsounds
    The ATSB report shows about a 1NM downwind spacing, doesn’t seem “so wide”. Having flown there a few times myself, I’d say the spacing was pretty normal for Camden operators.
  3. Roundsounds
  4. Roundsounds
    The 1400’ is an ADSB return and is based on 1013Hpa, corrected for QNH comes in at around 1300’ AMSL. The descent speed of 130KTS is a ground speed, given it was descending at a rather steep angle the IAS would have been significantly higher.
  5. Roundsounds
    A ground loop is more likely on a sealed runway, ground loops can be way more expensive than rubber.
  6. Roundsounds
    I believe a 275HP Jacobs with a CSU.
  7. Roundsounds
    Agree, what I don’t agree with is the suggestion the aircraft landed with the “brakes locked on touchdown”.
  8. Roundsounds
    Stick position can correlate to exceeding the critical angle. The “stall stick position” seems to be gathering momentum at a similar rate to the Beggs Muller spin recovery technique, which I see as a dangerous trend. There are a number of factors where the critical angle can be exceeded without achieving the “SSP”. CofG and gusts being a couple. How would a pilot respond differently in the case described in this post given it had / had not stalled?
  9. Roundsounds
    It could be, but highly unlikely. They can be a handful on sealed runways. The clowns running council airports see operations on the grass within the flight strip akin to hoons tearing up grass on their precious footy fields. They fail to understand these aircraft were designed to operate from grass / gravel fields and don’t comprehend the physics associated with tailwheel airplanes. I’ll guarantee this incident would not have happened had he been landing on the grass to the west of RWY 34.
  10. Roundsounds
    If you can’t see a Cub yellow Cub, you shouldn’t be flying. 😆
  11. Roundsounds
    Yep! Avoids lots of issues.
  12. Roundsounds
    I’ve got a J3 Cub and don’t have any battery isolation devices.
  13. Roundsounds
    I would be interested to hear people’s thoughts in regards to the following quote… “in a slipping turn you are providing anti spin rudder. In a skidding turn pro spin rudder.”
  14. Roundsounds
    There are airplanes like Citabrias, Decathlons, Cessna Aerobats, Robins and others available for spin training. The main issue I have with gliders being used for power pilot training is the lack of a throttle, I often find during spin training pilots miss setting idle during recovery. It’s highly likely an unintentional spin will be in a situation with power applied. It’s one thing to verbalise it during a briefing, but the proof is in the application. I usually arm the speed brake during stalling sequences in jet simulator training, following the recovery manoeuvre it’s often still armed. Stowing the speed brake is part of the standard Boeing stall recovery manoeuvre. The trainees might have recited the actions during the briefing or immediately prior to the exercise but often omit the step during the practice sequence. As a human factors consideration I fear power pilots would omit setting idle power if spin training was only conducted in a glider.
  15. Roundsounds
    Sadly a very valuable lost learning opportunity if the instructor didn’t take the time to explain what had happened. Maybe they didn’t know what had happened? It’s worth flying for a bit on days like that to help you become comfortable, one day you might be caught out in them. Even to become comfortable with the stall warning intermittently showing / sounding. A gusty day will often cause a temporary high AoA and trigger a warning, it doesn’t mean you’ve stalled. Knowing what’s acceptable and adding 20 knots to the approach speed isn’t necessarily the answer.
  16. Roundsounds
    I have stalled many, many times during aerobatics. Both nibbling on the edge and occasionally departing controlled flight. This is all at a safe altitude and mostly in aerobatic aeroplanes. I did years of competition flying, which included streamer cutting in a range of aeroplanes. I recall a most spectacular event in a Cessna 180 at Moruya, I think it frightened the daylights out of the safety pilot! Trying to claw around a 60 bank turn at minimum speed to reduce the turn radius and got a bit enthusiastic. No big deal, simply neutralise the ailerons, stop any yaw with rudder, reduce the angle of attack and recover from the ensuing dive. It’s the playing around the edges of the stall in a safe place that helps you recognise what’s close to a stall and safe versus “this is likely to let go”. You don’t really know that point for a particular aeroplane unless you do that type of exercise. Again I stress at a safe height and if you’re not qualified / proficient in aerobatics have an instructor with you who is proficient and happy to let you explore that end of the flight envelope. anyone who hasn’t done this type of flying is an accident looking for the right time to happen.
  17. Roundsounds
    It’s the yank not the bank that kills people! People then keep bank angles low and “help” the turn with rudder and skid.
  18. Roundsounds
    Have a look at the aileron position as it “dipped” the wing versus the aileron position during other shots. He was holding off bank, likely the result of a skidding turn. A nasty combination of being very close to the critical angle of attack and a skidding turn, as he said very close to a spin entry. This is sort of scenario should be a standard training sequence at a safe altitude with an appropriately qualified instructor in an aeroplane certified for spinning. It’s not about spin recovery, but knowing the signs of an impending spin entry.
  19. Roundsounds
    The critical thing is angle of attack, which is closely related to “stick position”. As you stated, rudder is used to prevent yaw. Unfortunately many people are taught and believe it’s used to pick up a wing approaching / at the stall. If you’re good enough to pick up a wing during a stall you wouldn’t have stalled in the first place.
  20. Roundsounds
    The best primary training aeroplane around today is the ACA Citabria.
  21. Roundsounds
    The current standard of flight training is appalling, particularly around recognition of an impending stall and recovery. I use scenario based events to train and assess pilots during stall sequences. Pre solo the scenarios include recognising and recovering from impending and developed stalls in climbing turns, descending turns, balloon during the flare and bounced landing. Teaching stall recovery wings level, 1G is next to useless.
  22. Roundsounds
    Being fully stalled at touchdown is a falacy! The only aeroplane I’ve flown that comes anywhere near stalled on touchdown is a 3 point landing in a Tiger Moth.
  23. Roundsounds
    You do realise the ADSB returns are based on pressure height? The QNH at 3pm was 1007, therefore you need to take approx 180’ off the ADSB pressure height return to get an altitude.
  24. Roundsounds
    Reported as a a first solo and a C172 that’s been at Camden from new.
  25. Roundsounds
    Obviously the A-320 had the ADSB turned off. The driver of the ute had no chance
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