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RFguy

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About RFguy

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    Well-known member
  • Birthday 27/12/1970

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  • Aircraft
    Pilot
  • Location
    Canberra
  • Country
    Australia

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  1. this is an excellent treatment on W&B https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/faa-h-8083-1.pdf
  2. I have read and watched instances of loss of control due to excessive aft CoG in a stall, at altitude, tail goes down.... and by the time the aircraft is lucky enough to tumble and to get into a recoverable attitude, it has likely reached a high velocity, and you might rip the control and lift surfaces off with a sudden movement. It's an undesired aircraft state alright.
  3. putting aside the obvious (knowing various pre computed or weighed scenarios which can cover most likelihoods : ) ahhh tricycle : ummm check how easy it to tip the plane on its mains, - by pulling down on the tail tiedown point , nose wheel off the ground ? ahh tailwheel - hmm dunno. maybe check how heavy the tail is by same way - pick up the tail ? -glen
  4. agreed. anyway, back to the topic I guess. spill your overweight sins ... I dont have any, so far.
  5. Walrus I appreciate the caution. ! I do not intend on going beyond the POH CoG limit, nor any steep pitch ups. I've been reading various aircraft flight test guides, manuals etc, and the classifications for utility or aerobatic attitudes, states and recovery. What I have read is enough to scare me a little. There's a good reason the same aircraft in aerobatic category (compared used to utility category ) has tighter CoG limits. Get the thing pointing straight up and 2% extra of CoG aft may prevent a recovery.... It's that tight ! Just like in
  6. I want to thank everyone for their input in my flying journey- It is a pleasure and a privilege to have opinions from all walks of aviation and experience thank you- as you all know I began here from before getting in the left hand seat ever Now, doing navs, heading up into the training area solo myself to practice stuff regularly, using wheat silos and rivers to navigate myself back to Cowra AD. cheers.
  7. Nev......mmmm agree ! I am recalling that I in those cases I have some power on over the keys to assist arresting the descent (STOL crosswind) and once I'd got the thing straightened up I pulled power to idle and let it sink. (pure X wind , zero headwind) In the gusty case with 50% headwind component I held power on until the down wing is just on the deck- then gradual pull to idle cut as both mains down.. Power on as I have had some I would call nasty episodes with wind disappearing and being dumped out of the sky (at 6" above the runway) with no power on a
  8. Hi Nev. true on X wind landing. wing down, opp rudder. But with a little power applied . Did some more X winds on sunday afternoon. This time was pure crosswind- 90 deg to nose, 8 to 12 kts . That was a little different to my previous day of x winds- 15-25 kts gusty, at 45 deg to my nose. was stormy. The difference- the headwind component was not present ! so my ground speed was a bit higher on landing and touchdown energy was clearly a little higher (and the manouever became more critical) BlueAdv- that's a good idea, helps keep the pra
  9. I have been "brought up" to consider slipping a useful tool to be applied where appropriate. As you say Yenn, relax the controls if you dont like it. same with steep turns >> spirals. relax the roll and the power..... Interestingly I have spoken to a few pilots that have NEVER used it and spent very little time ever in training on it. Maybe it depends on the instructor. I reckon my instructor knows every banana skin there is. (18000+ hours) . I would expect the different aircraft with different fuselage shapes to strongly influence slipping behaviou
  10. Hi Nev thanks for your input. Yeah I was flying the side slip at about 1.44 Vs. ball hard over one side. Thanks for the suggestions. I only use it in the EP practice cases (emergency descent, and locate suitable paddock, down to about 500 feet- in most cases to generate a high descent rate base leg, before getting it out of slip configuration , and then turn into a final to my selected paddock (which now looks a little less inviting than it did at 3000 AGL) ... Am not skidding. You are right if not set up properly I get various amounts of direction change, not a pure slip. Th
  11. One thing I want to do is experiment a bit with what happens to the static and dynamic stability of an aircraft as the CoG incrementally goes aft around MTOW..... There are a few tests you do input and observe the behaviour. and can teach one something. Even the simple step pitch down or step pitch up inputs from level flight at different airspeeds.
  12. OME I am glad you agree with me. I've done this for a few aircraft and presented elsewhere in this site. You might look at the J230 numbers and comparing what happens- they are a bit on the nose heavy side until the rear is loaded ... Sort of the opposite of the hazards we are discussing here. Might be a good exercise for operators to run some numbers and present them.. Alright then... will purify the terms: " CoG location as a function of percentage of Mean Aerodynamic Chord length...." -glen
  13. I see it as there are two main overweight configurations, one downright dangerous, one less dangerous. (1) There is overweight with CofG still in good place. - EG maybe 2 x 100kg pax and full fuel in a J230 or a Brumby 610 high wing ---(a wet wing overhead the pax ) and , (2) there is overweight with CofG where it shouldn't be, Both are unlawful but have very different potential consequences. I've been reading through the specs for various aerobatic capable aircraft and their CoG limits in either Utility or Aerobatic use, and the aerobatic
  14. Is there an undisclosed financial interest we (participants) should be aware of ?
  15. Very good. Actually my question was meant to be "Is it uncool to have a Mode S transponder + a SkyEcho doing ADB-B in the same aircraft ?" That was my question but with a rather mind altering typo. doh anyway, all resolved.
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