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About aro

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  1. Quite a lot of information out there actually. The immunized are less likely to catch it, and far less likely to end up in hospital or worse. In countries with good vaccination coverage, COVID is being described as a disease of the unvaccinated. Experts have been warning that the Delta variant is extremely dangerous for countries with low vaccination rates i.e. Australia.
  2. All deaths and serious illnesses would be reported, regardless of whether anyone considers it linked. It is part of the monitoring they do, to see whether there is a higher rate than would be expected in the age groups. That way they know if there is something to investigate, even if no-one has made the link. The fact that deaths at a rate of 1 in a million are being detected shows how good the safety protocols are. If you pick a sample of a few million people, particularly concentrating on the elderly, some will die in the period they are being monitored. If you are in
  3. If you want blood clots, try COVID 19. Clots are a common problem. It seems to have significant effects on the circulatory system, with inflammation of blood vessels etc. Just about any part of your body with lots of blood flow can be affected. Heart damage, lung damage, brain damage, kidney failure all seem to be common. Even COVID toes and erectile disfunction. Of course death is also a common symptom. It was reported recently that cognitive impairment (i.e. brain damage) is seen in many survivors, including people who had mild or asymptomatic infections. This is a disease that y
  4. Yes but that's my point. We get what other countries are making. If they stop making ICE vehicles, we won't get ICE vehicles - whether we like it or not. The number of companies investing in ICE cars (let alone right hand drive ICE) is going to drop very swiftly.
  5. How many of those have been designed specifically for Australian requirements? We don't have a car industry anymore, and manufacturers are not likely to keep a ICE line going just for Australia. We need to plan for electric vehicles, otherwise our choices are going to be limited and very expensive, at best. The reality: most people don't do 400+km trips through the outback where there is nothing in between. Most people will buy an electric car because it fills their needs, and will be cheaper and more convenient once we pass the "early adopter" phase. This will make ICE
  6. Renewable energy is becoming cheaper very quickly. It has been reported that it is cheaper now to build new solar or wind than to operate coal power stations. EVs can potentially help solve the problem of variability, because they have big batteries and can actually return power to the grid if there is a shortfall. With the right software, you could charge your EV when solar and wind are producing a lot of power, and sell the power back for a profit when the renewable energy supplies drop. Power companies obviously don't want that to happen - they want to make the profits themselve
  7. Perhaps its not a good time to talk about the reliability of coal, since Victoria yesterday declared an energy emergency due to weather damage to the coal mine. Or there was the time the coal mine caught fire and burned for weeks. And renewable energy is now cheap, and the price is dropping faster than anyone predicted. No-one wants to invest in coal power stations because they know that the energy produced is too expensive to compete with renewables.
  8. I'm not sure about that... I think there is a difference between e.g. "the pilot must ensure that no person" and "the pilot must not permit a person". But it was the section specifically allowing it for repairs and adjustments that makes me chuckle. Yes, I am imagining a meeting where they were trying to write Reg 250 and someone kept saying "but what about Kingsford Smith" until they put in 1B to shut him up.
  9. The rules on carriage of passengers include perhaps my favorite piece of Australian aviation legislation, CAR 250: (1A) The pilot in command of an aircraft must not permit a person to be carried on: (a) the wings or undercarriage of the aircraft; or (b) any part of the aircraft that is not designed for the accommodation of the crew or passengers; or (c) anything attached to the aircraft. (1B) Subregulations (1) and (1A) do not apply to prevent a member of the crew having temporary access
  10. That paragraph doesn't surprise me. Have you ever bought a used car? As I recall they have similar wording, unless they explicitly offer a warranty as a selling point or it is required by law. I think there was even a standard wording saying that the dealer does not believe the odometer reading is correct. The paragraph has no effect unless you actually want to sue the seller. The seller may have a preference to sell to someone who isn't positioning to be able to sue them if an inaccuracy is found in the log books etc. My reaction is to accept the clause, be aware of wh
  11. If your base leg is outside the CTR. According to the reports, the collision occurred as he turned final, 3 miles from the airport. I worked out earlier the margin for error with parallel runways at that distance is about 1 degree. Hard to judge visually. Someone else worked out the density altitude was 10500, so TAS would have been significantly higher than IAS. I don't know whether the 160K figure is IAS or ground speed - my guess would be ground speed from ADSB.
  12. There is a big difference between flying a circuit to a parallel runway and joining a 3 mile final. If the reports are accurate, this was the equivalent of aircraft from opposite directions joining straight in approaches to parallel runways from the boundary of the class D at Moorabbin, i.e. over the beach at Aspendale. Would you typically be at 100 KIAS 3 miles from the airfield or a higher speed? If you are mixing with larger aircraft, keeping the speed up until closer in may be desirable.
  13. According to the report I read the collision occurred 3 miles from the threshold, and the runways are 200m apart. My 1 in 60 calculation gives a margin of error of around 1 degree at that distance (or maybe 1/2 a degree, if you want to ensure some separation between the aircraft). If the Cirrus actually flew through the opposite centreline he was misaligned by 2 degrees. That seems pretty high precision to ask of a visual alignment. I'm not sure about tolerances for an ILS.
  14. Airspeed should be maintained at the target (recommended) approach speed. Slowing down to lose height is OK, until it isn't. Short field approaches are pretty much by definition riskier than normal approaches - otherwise you would always use the short field speed. Some aircraft have significant inaccuracies in the airspeed indication at slow speeds, so you might not have the margin you think you have.
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