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facthunter last won the day on July 11

facthunter had the most liked content!

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About facthunter

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    Well-known member
  • Birthday 04/01/1940

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    non pilot
  • Location
    New Gisborne
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  1. The carby vent tube affects mixture. I only mention it in passing for you to be aware of. Nev
  2. It's not impossible (in theory) but to realise it in practice, is not easy or guaranteed. Flying machines eat money. IF there was an easy and cheap way, everyone would be doing it.. Nev
  3. There's a little more to doing a take off properly than "open the throttle and point the aeroplane.". You are supposed to brief yourself on what you will do if the engine falters /fails at any stage and it's a potentially critical phase of flight, every time. AND you might have to land on something which isn't the aerodrome at short notice.. Of course if you just want entertainment watching landings on challenging days is more fun. but you are "setting up" THAT landing from way out so have less excuse if it goes pear shaped and you have the whole strip to land on.. If the landing has a great element of luck involved, then time with an instructor on "rougher days" is warranted. SAFE landings with maximum control in evidence constantly is better than a series of squeekers on fine days.. Nev
  4. Insurance is just risk assessment applied to a premium determination." Actuarial somethingy"...If they get it wrong they go out of business. You have no idea of how good your "cheapest premium" is till you make a claim and read the fine print. Nev
  5. That result is exactly what will happen if a PT 6 engine loses power and is not able to be feathered. A turbo prop has the potential to develop DRAG many times that of the rated forward thrust, so has to have auto feather capacity to be safe it low level on initial take off. This is NOT what happened at Essendon. Nev
  6. The position of the vent tube from the CARBY's is critical to how that works. Nev
  7. If you routinely use all the aids to get around you will develop a dependency on them whether you think you will or not. People in a repetitive situation tend to get lazy and cut corners. it's very human to do so.. I've seen this happen with many during my time "in the game".. and in reports of mishaps. Nev
  8. Landing lights reflect off Props. Matt black (on the back) helps but the effect is still there. Buy a jet.. Makes it easier in SO many ways. Don't tell ANYONE. They try to keep it a well kept secret . Daylight backlighting is very bright. Destroys your night vision if you don't dull it down. It's automatically sensed in some "modern" planes. Nev
  9. With multi engine planes the take off is by far the most critical part. Most place a great deal of importance on a "good" landing as it's what most makes an impression. It also marks the end of the flight which to many as the first time they relax as many are scared of flying. In many non western countries the Passengers CLAP after they" survive" the landing.. Nev
  10. There's plenty of experience operating DC 3's, Bristols etc out of Essendon on the Tassie route encountering icing and I've had it near Albury on a normal winter's day. Nev
  11. There was plenty of discussion about reversing the move if people subsequently wanted to and there were considered to be some difficulties so obviously owner maintenance was on the cards. If there was NO change no problem exists and there would be no issues going back to VH if required. I had all the paperwork done for my VH Citabria and when McCormack came in it all got shelved, so I have reason to recollect it clearly.. With the "NEW GA" thing who knows what deals are being done? Nev
  12. If the runway is wet and sealed your lights won't show much. With a light mist you may have the required range of vis but with the lights on some milkiness may happen and not be helpful.. Some planes have a high dash and you need a bit of illumination out the side to help . Runway lights usually will be enough and you should be familiar and trained to use just them..Nev
  13. The history of this is that "originally" CASA proposed an increase to 762 Kgs which by a strange co-incidence happened to include the C-152 and Piper Tomahawk weights. No mention then off it coming with LAME maint .as a part of the package . Because of the age and variable condition of the aircraft it was inferred a full 'Cof A" standard inspection would apply at time of transfer Since then we have had the somewhat controversial SIDS inspections on some Cessna aircraft.. It's pretty clear your management have done some sort of trade off to lubricate a deal. I personally consider owner maintenance (option) essential to the essence of the U/L movement, We used to reprint a very comprehensive Approved manual of repair and construction techniques from a FAA source and compliance with that is required.. That approach is far preferable to trying to educate and "ticket" certain people and assume they will go and do "everything" right out in the field. Nev
  14. He already lists that.. In Vic /Tas region in winter you will get icing and it's just not safe to fly for quite long periods ( Days ) over any high country IFR without effective de icing. The only thing that will give you that is an executive jet. Citation, Lear etc Nev
  15. Diesel is cheaper than 98 so it might be tempting. Watch for white smoke on start up. I'm only 1/2 kidding . Mogas is never a controlled product. Nev
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