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Jase T

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About Jase T

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    Well-known member
  • Birthday 30/11/1972


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    32 DME inbound on the 198 omni radial left flight level 190
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  1. Its all fun and games until someone releases an AD.......
  2. Am I the only one who still does flight planning like this??
  3. Neither. If the wind is measured at 10 knots then the same number of molecules are hitting the sale area per sq meter with the same force. 10 knots is 10 knots using anemometer. So it’s going to come down to the captains ability.
  4. Just out of curiosity, how many of you fly glide (throttle at idle) approaches when you land? Do you pull power to idle abeam the touch down point? On base? Or do you fly a powered approach (by that I mean relying on power until the flare) every time? Yes I realise some types with higher wing loading won't do it and will need power.
  5. Many years ago I had the opportunity to play crash test dummy for a system that projected a laser line on the cockpit that matched the horizon. It was intended to give you peripheral cues and help your eyes convince the rest of your brain which way you were tilted. To answer the first question.. No it didn't work well during the day. To answer the second question.. yes I wore laser goggles.. To answer the third question... It didn't work... it made bugger all difference.
  6. No one learned to fly alone, No one passed a test by themselves.. Make friends, accept advice, ASK QUESTIONS, shut up and listen, Be a knowledge sponge, its not below you to clean or push around aircraft and sweep hanger floors.. filter out the BS... Ask your instructor, enjoy the experience its expensive and its adictive.
  7. Yes all good considerations, also if you lower the nose with the power already applied you will accelerate downwards and have to break this vector before you can begin climbing again, you will loose far more height than if you lower the nose, break the stall, apply full power and once above your safety speed set the climb attitude... The difference can be more than 50 feet!
  8. Nev your instructor should discuss with you beforehand what you normally do in your aircraft and what your expectations are and tailor the training to suit. There is no value in scaring the student. In fact the moment you go beyond your comfort threshold you are not learning a thing you are paying $$ to be scared! Its not worth experiencing a hammer head or a snap roll spin entry when for the same money I can be showing you the difference between a S&L stall and a stall at 60 degrees AOB caused by you trying to let your friends get a good look while wale watching.. Or while turning downwi
  9. He should, IMHO everyone should, in some countries it is still compulsory for certain licences and qualifications, I remember way back when incident spin recovery was a pre-solo requirement. I applaud him for doing it he is buying himself some skills that may save his life one day. My comment was directed at you and your comments that you cant learn by correspondence....
  10. TP thanks for that. My reply was in response to the statement that no instructors comment here. I was trying to add a QFI voice to the discussion without using a QFI voice. As I said I am well aware of spin characteristics of a number of aircraft, some avgas some turbine.. I have done aerobatic charters for years and, shock horror, I am qualified to teach aerobatics (including fully developed spins and their recovery). I would hazard a guess that most QFI's will not comment on a forum because (just like horse trainers and tv nutritionists) the only thing you can get two people around here to
  11. Here is the advice from the RAAus instructor reference manual... Instructor. I am now reducing the power and you can see that the nose pitches down and yaws. To prevent height loss I am applying back pressure to the control column and sufficient rudder to stop further yaw. As the speed drops further I apply more back pressure and keeping the wings level using more rudder. Note the reduced airspeed and the comparatively high nose attitude. I can feel that the controls are becoming less responsive and now we hear the stall warning. There is a slight buffet and a quick glanc
  12. Want the ultimate ATC tape for an emergency.. Canadian MU-2 ROM double engine failure in IMC 4000f/min ROD gets within 100 feet of terrain!! Manages a restart saves the day and stays calm the entire time!!!! 2 part series. Its also a perfect example of ADM and resource management.
  13. Break the stall... Reduce the AOA to less than the critical angle and keep it there.. Anything else you can deal with after that. Dont secondary stall with power! If It's spinning can I suggest you know the aircrafts recovery procedure.. Some are full forward some are neutral, one I flew even had a white line on the panel, if it spun you put the stick to the white line..... I have done hundreds of intentional spins and I can say generally (assuming you are in C of G) if you just let the stick go it will end up not in a spin, it will end up in something you know how to get out of.
  14. I remember doing some training in accident investigation and they raised some statistics. It turned out that at one point in time the R-22 was at the same time the most dangerous and the safest helicopter to fly in. If you simply looked at accidents resulting in serious or fatal injuries the R-22 featured in significantly more crashes than any other helicopter. I think it was more than twice number 2... But if you simply divided that number by the number of hours flown by type per crash it was by far the safest (excluding types with no accident history and small numbers or new types). The B-20
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