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facthunter

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Everything posted by facthunter

  1. facthunter
    Bit like a Murphy Rebel, but a lot heavier and Probably stronger. I'd sure Like to experience how it performs. The Good U/c should be helpful at absorbing and damping rough surfaces. Better than a C-180? Nev
  2. facthunter
    Just resort to saying what you think. . Nev
  3. facthunter
    Apparently China has Private Pilots, much the same as most Places. IF that has changed as a result of this then that is another Matter and I would assume it's likely to be temporary. Nev
  4. facthunter
    Makes it hard with a Failure like that. Nev
  5. facthunter
    I wonder where you get your Oil expertise? . I can't see one sign of you taking onboard what anyone here has said and Now as usual , you get into insults. Advising what the Manufacturer says is doing the optimum safe action. Near enough is good enough is not the DEAL with oil type these days, particularly with this series of engines. You are also defaming the RAAus Person . He's acting responsibly . YOU are NOT acting responsibly and if someone acts on your advice and comes to grief YOU might be considered responsible at Law. Think on that. Nev
  6. facthunter
    You are in dangerous territory, Skip. Is there any oil company that states their oil Meets and/Or exceeds Rotax's specifications. This is a critical Lube oil Motor NOW. Nev
  7. facthunter
    The Message is the Important feature. Put the other on a "wish" list. I don't know why anyone would want to be on the RAAus Management team. It would be a risky and thankless task. Nev
  8. facthunter
    What advice would you consider to be more appropriate and responsible if you were in that job? Nev
  9. facthunter
    Both W&B and fuel Management were required 100% pass mark subjects for a good reason. Planes don't allow you to get Much WRONG. Nev
  10. facthunter
    You can have gravity feed fuel , easier access, Better x wind geometry go thru (open) farm gates etc in a High wing and easily strut brace it. Bad for Retract undercarriage and vision in steep turns and "full on" aerobatics.. Nev.
  11. facthunter
    Baz is a "grown up" person Skip. He's made a decision. You don't HAVE to be "soul mates" with your Instructor,. Mutual respect is enough. They all "teach" much the same syllabus. A school is not going to keep an instructor that gives them a bad name. They ALL operate under the CFI. Nev
  12. facthunter
    By definition, you CAN'T Know what you don't know. It's between Baz and his Instructor now. If it's any comfort, the cost is Much less than it was when I started. A weeks wages got you 1 &1/2 Hours in the Air. We discussed this at my men's shed on wednesday . Nev.
  13. facthunter
    Worse when you are flying. Nev
  14. facthunter
    DJP I think I mentioned the Point you are Making. SAAA needed that with some rare and complex types that Few pilots had experience on. Nev
  15. facthunter
    I kept a C/ME/IFRating up for years but it cost a monty.. A normal CPL renewal doesn't require that. A new endorsement CAN substitute for a Flight review.. Nev
  16. facthunter
    Not knowing which end is the Indicator has fooled a lot of People. The Pass mark in fuel management is 100% for a good reason.. The wrong selection takes a while to register. A short taxi time is a trap.. IF you DO change it just prior to commencing take off. you are at risk of JUST getting into the Air. Perfectly good aeroplane jeopardised. Selecting ALL with some systems can introduce Air into the System. IF a tank is Low. Nev
  17. facthunter
    You should be able to calculate the New C of G position and New AUW from the existing W& B docs. The Safest thing is to do a reweigh and Balance. AS troubling as it is. Tailwheels can easily develop "shimmy" If the castor angle or damping is wrong. That will rapidly Ruin the tyre on sealed runways, unless you taxi tail up, risking a ground loop. Nev
  18. facthunter
    ALL GA instructors hold a Vald CPL or above. Some special conversions to type can be done by a PPL holder, when specifically authorised by the CASA. It never goes RAAus to GA. Some concern about Low inertia recency has been voiced from time to time, and it would be sensible if you haven flown one for a while (particularly a T/W type) some time with an instructor would be a safe approach. Nev
  19. facthunter
    You have Cause and Effect reversed. Don't shoot ME . I'm only the messenger. You are very good at dishing it out BrendAn. I'm usually not that Long winded and Maybe a Bit too terse for some but No-one is Perfect. The stuff I've had to put up with. No one should have to, and I have Justifiably reacted at times. Skippy, I've never made out I have a Monopoly on Knowledge But I do Have considerable experience in a lot of things I write about and when I do I know I'm putting myself up before a wide audience many of whom would JUST love to bring me down a Peg or two. I have NO way of Knowing what you People Know, Do I. It's NOT a Pissing contest as far as I'm concerned. Isn't it reasonable that having had a fortune spent on my training I Should give something back to the Industry? Most of it is about safety (How Boring). Better to make a Joke about everything and everyone. When a Joke has a VICTIM It's NOT a Joke especially when it's Slander and character assassination. Nev, the resident Lefty.
  20. facthunter
    It's not problematical all with engine failures. unless you Jump the Gun and react too quickly. If you are a positive rudder person you will be keeping the Plane straight and an engine Failure just adds another force to the equation, and the reaction to it is no different in Principle to a gust of wind .The quickest reaction time is Called for at a failure at V1 situation. . Engine (total) failure is a Big Imbalance requiring a lot of rudder to be applied, sometimes nearly all of it, at that stage of the flight. On a Largish Commercial Jet .the imbalance can be 60,000. Horsepower and the Planes Weight 250 tonnes. A control Malfunction us something else. If sensed before V1 abort the Take off.,. Nev
  21. facthunter
    Ideleted...mod
  22. facthunter
    Rude. Nev
  23. facthunter
    And it took you 10 days to come up with that response on the topic of Landing fees, which IS starting to resemble "Blue Hills "OR "the Never Ending Story". Nev
  24. facthunter
    It's an engine failure then is it? . Nev
  25. facthunter
    With a C/S prop the revs won't change at all. A torquemeter is a good indication. How the Plane is performing should be enough also. With a conventional twin there will be a lot of yaw. The rule is Push the Ball to the centre with the rudder Pedal. then dead foot, dead engine identifies and you fly above Vmc(a).. and feather it to achieve the Book Performance Nev
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