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facthunter

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facthunter last won the day on August 13

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About facthunter

  • Rank
    facthunter
  • Birthday 04/01/1940

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  • Aircraft
    non pilot
  • Location
    New Gisborne
  • Country
    Australia

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  1. An impressive "Collage". I can't comment on how effective it will be. Most have a micro second attention span, and only "read" Pictures. Nev
  2. Me either, but someone said you're a Poet but don't know et. . So much to know and so little time.. It's Bill shakespeare I think and it's Yorrick 's. skull on a plate. . Maybe the council's just an "Indian" giver? Geez I better watch out and be PC on my PC. or I'll get got. I don't stand a chance against some of the wordsmiths on this forum.... There's great talent here and it's not me.. Nev
  3. Alas. Poor Warwick. I knew him well. You might be out of lakh. Nev
  4. Not an expert, but If you don't declare/ disclose certain issues that might be considered relevent, you should have, as they bear on the risk, and your cover may not be assured. It's like if you are insuring a T/W type you may be asked how much experience you or anyone likely to fly it have on T/W aircraft...I've operated in strips such as you describe and particularly under strong wind conditions they require more skill than a normal strip does. You might voluntarily exempt your group from cover (and save money) for that situation, if it's an insuperable problem. there should always be ways around these things. I believe in disclosure and in writing as noted on documents.. Nev
  5. Doesn't work so well in some Beechcraft which have the gear and flap knobs close together.. IF you don't hold the weight OFF the nosewheel with back stick you will have some directional control difficulties also in some tri gear types . Lots of weight on the nosewheel makes it a wheelbarrow which has the instability of a tailwheel plane regarding GofG effect but worse as it's a LOONGG way forward and only ONE wheel that's not very strong. It often ends up with the wing tip and the nosewheel being the only contact points and over she goes on it's back. Landing too fast is usually the cause of this phenomenon. Nev
  6. IF you don't have PL you are denying innocent people a source of capital to rectify their loss which was not caused by their negligence.. On the road it's compulsory, and arguably, should be in the air also " Sue me I have nothing . It's all in the wife's name", might be clever (Unless she does a runner with it) but it's NOT ethical or a responsible approach . Nev
  7. They are not involved with trauma type accidents. which is handled by professionals. like RFDS. . Nev
  8. Anyone who's ahead with their insurance is Part of the reason most "companies" are getting out of it. They aren't there to lose money and go broke. Paying for the Peace of mind and the worst outcome is why you insure. You find out how good your insurer is when you are unlucky to have to find out, but clearly how trustworthy they are is the important part. Just insure what you must to allow you to keep your house, not necessarily fix your plane as well. Nev
  9. There are stipulated weather minimums for ALL operations ( Ceiling and RVR. Runway Visual Range) Taking off is never an absolute (unless the tide is coming in or The Indians coming over the hill, or the grass is on fire behind you.. It's never "I must get home for work tomorrow" or such non urgent issues. That's part of the Human Factors consideration. I know HF has become a dirty word but that's because it generally was done in a poor way.. If you once had a rotten apple you don't stop eating apples. You get better apples. Nev
  10. Can't see anything there that would indicate some fault endemic with the plane. Unknown is just that, at this point.. It's been in service a long time now. Usually serious problems emerge much earlier. Anybody can buy and fly one. There's a lot of variables in how they can be operated and cared for. . Nev
  11. The Citation has never been considered a "tricky" small jet to fly. Jet engines are easier to manage than Pistons or turbo props. They might need a bit more runway on average but that's all. The later high bypass ratio engined stuff less so. Nev
  12. When they first flew the 380 they said it has a good roll rate. It uses differential spoilers as well as inboard and outboard ailerons like most of them. The same things as make them handle crosswinds well . A well executed Barrell roll doesn't load the airframe as much as a loop does. Nev
  13. It's not really a ground loop though. It's a turn all right but it's different in Nature. The cause of the ground loop is SIDE load on the gear which produces a turning couple as the line of the force is ahead of the Cof G. With a stuck brake you have a non symmetrical braking force pulling you back on one side. If you COULD counter it with a good brake applied equally on the other side you would balance it out and you still have the nosewheel to steer with Nev
  14. The gear is generally extended as part of the shock absorbing desired. That's the NORMAL recommended policy even if only some gear extends (except when ditching). Time and whether you would want more drag comes into this one. Gear extended with no power would have a hell of an ROD or speed decay. I'd be inclined to do what was done there. It's a great outcome that no doubt will be discussed in training circles. Nev
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