turboplanner

Actually, the 5km is the visibility criteria for VMC, not the separation requirement from cloud while flying in VMC. Below 3000' you only need to be "clear of cloud", but above 3000' you need to be 1500m horizontally clear of cloud plus have the required vertical separation. (Reference Page 221 of the Visual Flight Rules Guide)

Actually it's two lots of requirements together, but you can't see through cloud so you can't get closer to cloud on your track than 5 km.

 

Previously the regulation was 500 feet clear above and below with no forward restriction. If the cloud ceiling remained constant you could fly long distances at 500' agl, but if the weather closed in ahead you had very little warning to allow you to turn around.

 

The survivors, perhaps 1 in 10, told some hair raising stories of almost instant white out, and the new regualtions (well a few years old now) guarantee you a couple of minutes to get yourself turned around in time, and you get the scare earlier.

 

Google Visual Flight Rules Guide and there's a diagramme on page 222. The regulation becomes more stringent above 3000' and more stringent again above 10,000'

 

 

It wouldn't be localised sink would it, or the wind dying - Is there a lot of localised shadow, or big trees/sheds near the flare area, or lines of low trees like mangroves.

 

All of that will change your plans momentarily and upset your expected transition.

 

 

....Old Tom catches up with us and.......................

 

 

It won't be any good if you only have instructors in it. From what is written above they (some) are (part of) the problem. Can they be all of the solution?.Another way of looking at it. Are teachers the experts in the particular subject(s) they teach? Their expertise is passing on enough of the subject to fulfill the syllabus expectations.. Their skill is the art of teaching...instructors should be good at the art of teaching also, and that involves many skills as well as sufficient knowledge of flying and aircraft and rules etc. Nev

My thoughts are that they can hammer each other and learn from each other as instructing peers - they get a different view to the recipients who can be complete dropkicks as pilots but still tell a convincing story again the instructor (not that my earlier posts was a personal admission).

 

There is nothing to stop them running a poll or starting a thread out in the open forums to get general conversation going.

 

 

A lot of that sounds outrageous. It's YOUR money. The least a school can do is make sure all your instructors talk the same talk. Confusion you don't need.( EXTRA confusion)I can't reconcile finding out what sequence you are doing during the taxiing, with good practice. Would you go to a doctor who hadn't looked at your file?

Pre and post flight briefing should be the norm. You file is entered ,you see it and know what your next sequence will be.

 

Most of us know nothing is perfect and you sometimes learn how to fly something despite the instructor you managed to be allocated , but there should be a line drawn as to what is not OK. You shouldn't be ridiculed threatened demeaned. If your instructor is trying to show you what a $hithot driver he/she is and not concentrate on you and your progress, go elsewhere. Nev

At one stage I was subjected to: Two different aircraft ("he's still out, Oh well we might as well use this one") with different handling characteristics, three instructors with different preflight, line up and climb out methods, two different downwind checks and one "what are you doing that for", three different circuit radio procedures, one base turn based on ground objects, one based on aircraft relationship top runway, one couldn't care less, and two methods of descent and losing any excess height. On top of that there was no training syllabus, so no sure way to prepare for a lesson, which on the day could be anything from a duplication of the last lesson to a fly around the training area.

 

Combine this with weekly lessons and there was a surprise per minute; a lot of my money was wasted.

 

What's happening with the proposed Instructors forum?

 

 

Especially when you are supposed to have 5Nm (Australia) clear vision before you whack it............................

Yes, sorry, it's 5 kilometres, not 5 nm - still plenty of time.

 

 

You mean the stinking feeling?

 

 

......group of chicks from Cecil Plains.

 

"Do you.........................."

 

 

"......avoid lock-up(aviation term), by using a prop spinner (aviation term), winglet (aviation term), a piece of control cable(aviation term) and the fuel sampling waste(aviation term)"

 

"What would Ahlot do with those things" asked the flat Rat, scratching his 12 point nuts (which clamped 200% tighter than six pointers)

 

"He's an out and out pervert" said Turbo, but also we have to keep some aviation terms coming up because Plain Drivel counts the averages now, and you know what happens when......"

 

 

Depends what you were looking at when you hit the brick wall - in some cases there are mitigating circumstances.

 

 

....Facthunter" (whose mind had been on another thread)

 

"I always throw a lambskin over the old Indian before I mount her" he said "..gives me better grip with the knees, and I always use plastigage to prevent excessive clamping too"

 

Een was shocked, and said "................."

 

 

Especially when you are supposed to have 5Nm (Australia) clear vision before you whack it............................

 

 

I'm with you Ian, another reason the threads can bend and produce that Christmas tree look is if the tangs don't extend all the way to the heels of the thread. If you are torquing up tang to tang on part of their full length then both tangs can gradually stretch and bend in operation. Someone has posted with detail of this in the past.

 

 

"...peeing all over the wings"

 

"You remove it with MP paint thinners" said Facthunter who had been hunting facts for forty years but was yet to find one.

 

"Kiwis are the worst crappers" he said, "but LAMES.........."

 

 

.....you'd ever had outside a shearers quarters before.......'

 

 

...two dollar spanner.

 

"I own a two dollar spanner" said........

 

 

.......scratch his left hock, before.......

 

 

Nah Tubz, Deadsticks fingers have worked on other aero engines from different manufacturers, the aircraft have done equal work, in the same environment undrr identical workloads with no issues. Its a fact that often gets overlooked but all these L2's and lames that 'people' keep blaming for these bloody things popping, also work on other types...:) Are we suggesting that the jab engine is such a precious, temperamental engine that there are few qualified, trained aero engineers that have the goods to keep them running? Ive watched and helped deadstick do his maint. He doesn't do a thing without the written schedule or procedure and is Anal (to say the least) in double checking evrything.

That's not consistent with the theoretical wanderings here.

 

If an AD is accused of causing damage rather than improving safety, that's verfy serious and there needs to be some logical proof which will stand up to scrutiny.

 

 

I hadn't thought of an FoI on the Police Departments, but they may well be exempt for the purposes of protecting evidence from release to the public.

 

You would not have to FoI the Coroners but they have one of the most obtuse filing methods I've ever seen making it near impossible for an outsider to search for a name and get the Coroner's report, which is a pity because most of the reports have lessons.

 

 

Maybe I don't understand the "concepts" but you're the one with the stuffed engine. I spent 12 years putting race engines together, sometimes in motel carports - engines which produced about double the manufacturer's outputs, with high cylinder pressures, and in some cases aluminium U bolt threads and didn't have this issue. I did start by lapping the cases with oil filled abrasives on a sheet of glass to get a perfect mating and a few procedures like that, but fundamentally I just bolted the engine together using loctite and precise torquing pattern and ratings.

 

I'd be interested in hearing how your clamping forces vs nut torque figures are obtained.

 

 

The heading "damage caused by 12 point nut AD" is a serious accusation of negligence by the people in the design/manufacturing/technical process and needs to be backed up by some proof.

 

I don't have anything to do with Jabiru, will not fly one and will not let any of my family and friends fly in one.

 

The suggestion that loctite might be acting as a lubricant before going off I don't think is an issue or we would see it in the thousands of other applications. In racing applications I prefer UNF threads because of the shallower angle, but I don't think the angle is causing nuts to vibrate loose.

 

 

I'm suggesting that the policy of doing your own maintenance on certain sections of an aircraft should be removed.

 

The next question is the standard of training of L2's and LAMEs.

 

Then we could look at whether it means anything if nuts and bolts only seat by a percentage of the tang available.

 

But unless a nut has AI (artificial intelligence) I couldn't see a 12 pointer compressing material any more than a six pointer at the same torque and installation method.

 

 

In this case it could be important to publish what caused the spat to depart.

 

The obvious lesson would be pinned nuts should be fitted, but equally the mounting area and mounting reinforcement such as washers or clamping material, and frp layering thickness increase in the mounting area, and even frp stiffening outwards could all be important to prevent future cases, since this is such a critical area with a pusher prop.

 

Or it could be that the spat was fractured by a ground incident.

 

 

"........name to read ACDC....."

 

 

....the 12 incher......but the B52 at Avalon put them all to shame."

 

"................................"