facthunter
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Everything posted by facthunter
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Knowing a lot about the Industry can't really be a bad thing can it.?. Nev
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I can't see how AOPA could claim that. Nev
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Of course it's simple, but do you have a back up? Nev
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It was all Planned, approved and no doubt rehearsed. They formated with the second slightly above and behind the first Best for wake turbulence. The Planes were in the Two teams colours. Near empty there's a giant excess of Power and the control response available will handle lots of turbulence so is very adequate The height of the stadium would be very accurately known, so it's not a great effort to be a SET distance above it. These sort of Planes often do in flight refueling in other roles, which is ultra precise and quite risky by comparison.. I wouldn't use the Word "Ponderous" for something with the speed, Power to Weight and controllability of these sorts of Planes.. -
Gives you time to get organised. Nev
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Probably uses a chute to help stopping.Nev
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So is a Saphire but it looks nothing like that. Nev
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Runway deliniations are rounded of to A magnetic reference. Magnetic variation changes and is different at most Places.. Nev
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It could also be a bird strike, Something like A pelican would go right through the Windscreen. Nev
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With cowl flaps and exhaust augmentation only poor operation will cause an engine over heat. Mine (VH-LLV) was turbo charged from the factory when I got it. It also had an oxygen system for flying over the Rockies in the USA. It flew to here as well, across the Pacific. Some Navajo's got cooked but always by operator error.. It can be a high workload in a light Piston engined twin. Nev
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I knew John Cole and Monkton wrote a book called "Boats I Flew". A good read. .Nev
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In the early days the 'graveyard Spiral' killed just as Many. The first thing in such situations is 'Spin OR Spiral'? The correct response is completely different. As far as it goes, that Mil Training film is OK, but there's a lot more to it and Different Aircraft Behave a lot differently. You must know the Plane you are in. (and have enough height). Nev
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I have "time" in a link but it's all in a context. Modern sims save Lives by allowing you to do things which if done in the real thing, run a significant risk of being fatal. They are so good that Info from a Flight data recorder entered into their intel can work out exactly what the real plane flew like in a crash situation, but they cost more than what a smaller plane would cost to operate. WW2 training casualties were about 17% and they also FAILED the Bottom 10% on each course. Too bad if you got on a Course of Geniuses.. Nev
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Doesn't take much to find it, does it? it's the only mob that can have a go at CASA. etc. Aircraft Owners and Pilot's Association. RAAus is compromised. Nev
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It would give you a leg to stand on, or you could RUN for Office.? Nev
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how to mute the "Never ending story" topic
facthunter replied to RFguy's topic in AUS/NZ General Discussion
IF it's 'never ending' , There's no rush to do anything, either. Risks are involved. A 'Fit of pique' may result, or at the other extreme, you might get hooked for eternity. Nev -
A full motion simulator will cost 1,000 's of dollars/hr of operations. It's designed to do emergency Procedures where doing it in a Plane used to get People killed. You need to be securely strapped in or you can get injuries. Its for ONE type of Plane ONLY IF it's Part of a Conversion to a type process.. There's usually about 6 sessions of four Hours Plus One 4 Hour test all as a crew. After that you jump in the real thing and fly it.. Google Map can help you plan a flight to places you are not familiar with.. You are in the Hands of your Instructor so to speak. Work with Him/Her. Nev
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I don't seem to be able to enlarge that plus the Maker of the Best brand stated only OK to just over 13000 feet. I used to regularly go to Lae from Moresby at FL180 unpressurised. You need to know what you are doing. Quite a few People have come to grief.. It had a mask with a diluter demand system, including a Microphone. Nev
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They certainly need to be kept away from. Nev
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More speed more floating ,shallower approach. Flaps are put there for Landing. Gives better view over the Nose. Slippery planes need flaps more. It's 120 Kts Cruise. Nev
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They CAN float a fair way IF your approach is fast and the idle speed is a bit high. React early if runway length is limited. In gusty conditions active throttle is the Only way to touch down precisely where you want to. and if you're TOO slow hit that throttle. It's also normal to not have quite enough back trim when you start the flare so be aware of that . I Like the J 230. They are not a bad thing. Nev
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I've also just spent 40 Minutes looking for Oxygen info on the CASA site you listyed and much more,. so perhaps you could give more precise information just where it is? Nev
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No, Unless you are much too fast leave it till the wheels are about to touch. If you keep things the same. Power and attitude the plane will continue to do what it is already doing and you aren't watching Airspeed as you flare but there can be some windshear AND higher temps over the runway. Even with a highwing there is still ground effect which can help you in critical situations where your speed is slow. Do not EVER land on the Nosewheel and if you aren't happy on the Approach, Go around with carb heat off. Check every time. Nev
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Where's the" Misinformation" in my Post.? Nev
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I "converted" a couple of owners of "heavier" VH planes to the J 230 and they found them a bit challenging initially. A powered approach is normal. It's a matter of putting in the effort, and responding to what the plane is doing in the flare. Not doing it by numbers. It's more of a "Milk the Mouse" thing. to be on the ball. Nev
