Jase T

Plenty of hours in the mighty 210. For those of you that have never flown one. This aircraft will easily and happily cruise well above VNO at 75%power. On a Shiite turbulent day like that I imagine it would be very easy to cause a structural failure (I am betting on aileron or even elevator flutter as opposed to tipping a wing off) if you were not consciously keeping speed under control and well below VNO. Just my opinion but reading between the lines it sure looks like an in flight breakup.

News says very little

Looks like yellow turbo thrush something agri

Just saw single down chinchilla Wondai road CCA. 1 fatal

https://youtu.be/LoAQ0q75lSI

As it seems Wingtech have closed up shop and taken retirement who (if any) in Australia can do up a custom set of skins in dacron??? Can't fond any local and shipping from overseas is a joke as you know they wold not be right when they got here!!!!! Any suggestions?

Hey team. Considering an older Lea kenstrell With a rotax503. Reasonably competent 2500 hour pilot but limited tail dragged time (aboit30 hours about 20 years ago. Thoughts / comments/ personal experience appreciated ' o

Long taxi at heavy weight can equal hot brakes.So can an aborted take off. Certain warnings on ECAM or similar can require a minimum break temperature before you can retract the gear. Otherwise you risk a wheel well over temp. Lots of stuff in there you don't want getting too hot. So let it dangle keep it below VLGE and let the airflow cool the breaks before retracting the gear

An Allison 250 would solve most problems here..

You know I have put a lot of thought into the many Jabiru issues. And after carful consultation with many pilots and aircraft designers i have concluded that all of the Jabiru issues can be quickly and easy solved by flying a Tecnam....

Hope that wasn't the instructor from down that way that posts on youtube a lot?

The Samsung Seems to have all the functions I need for day VFR in a <250 kias machine

https://m.facebook.com/story.php?story_fbid=4344291868916965&id=130736376939223&sfnsn=mo

The USAF and the FAA tell us that the human body can survive sustained 9G declaration. To the point that it has become (I am led to believe) the requirement for structural integrity of seats and cockpit in N registered aircraft. I can't find the study right now but will research it if anyone is actually interested, that looked at deaths related to deceleration in aircraft accidents. 100% of cases where the deceleration was 9G or less were survivable, yes higher transients up to the low 40's were survivable, albeit with some nasty injuries, but the tolerance was in the tenths of a second. I am talking sustained here. So, for my money the key is hitting the ground and stopping while sustaining 9G or less. At 50MPH you need 9.4 feet (all I could find was in US language) at 100mph you need 37.6 feet. So, the key is to arrive in control and as slowly as possible. Some of the 9.4 feet can be crumple zone of the aircraft, wings, and anything you need to hit to slow you down. But when you think about it 9.4 feet is not all that far if it means survival....

Is this where I throw in a quantum physics discussion about the fact that gravity does not exist? That its an interpretation of the impact on space/time of a body with a significant mass? Gravity is relative to your frame of reference!!! Perhaps the Best Lay explaination i have ever seen is here..

3 makes little sense. How can it be at various angles to the airflow and still be at the same AOA?changing the angle to the airflow changes theAOA thats the very definition of AOA? Are we ignoring the Total reaction on the aerofoil? Wind tunnels have no weight and no thrust so the TR will be different.

Ahh so you were talking about vertical component of lift? VL. If that’s he case when any rolled AOB is compared to a 0 deg roll total Lift (L) remains the same L1=L2 but VL2 is always less than VL1 (assuming all other factors are equal). If the pilot doesn’t do something else to make up for the smaller VL the aircraft will descend. He can’t increase AOA with elevator or the aircraft will turn (unless he is doing a barrel roll but that’s not the case here).

I believe it was Bob Tait that said something along the lines of “why ask a complex question that requires clarification when you can ask 5 simple ones”... I think I may have modified the quote but you get the gist.

OK I need to clarify here. Is your intent to pose questions to spark discussion? Or is it just to prove you know more than everyone else and will word questions in 3 different ways to confuse and when people try to answer you will be condensing and arrogant? Just so i know whether its is even worth trying to answer because you keep moving the goal posts. You want a specific answer yet your questions are so open you can get any number of different ones. Then you post comments like "When will people read what is written"... Well I did, then you wrote something else... So when will you pose a question and accept someones answer that is different to what you wanted?

one word??? Irrelevant.... At the instant its stopped at 45 degrees of roll there are a lot of other forces acting not he aircraft including the aerofoil. Not the least of these are Mister newtons first and third laws.. so in an instant the lift is probably irrelevant....

It comes into effect in 3 days and I have yet to find a copy of it. I realise that RAAus have detailed the changes as part of the roll out of Part 149, I even attended one of the recent info evenings. However I won't be 100% comfortable I am fully compliant with any changes until I have actually seen the changes!

Logged in for the first time on ages as I was sick of people just trying to show they know more than everyone else... I notice things havent changed..... Someone, not that long ago asked why instructors dont comment on this sight, I can give you a few good reasons.. now back to PPRUNE

Roll to the nearest horizon then pull!

posted lin k by error

Same applies to over temps and exceeding RPM redlines in hire aircraft!!!