Area-51

Don't worry the media department of qantas will spin a line of their own on this incident to demonstrate how safe and efficient the airline is operated.

$40/L sounds about right

Maybe the new secret oil has tiny programmed microbots in the oil that know how many hours total time the engine has done and upon reaching TBO they expand with diamond spikes that gouge out all the bearings and journals and score the bores to ruin 🤷🏼‍♂️

3 hours ago, facthunter said:

The pilot CONTROLS the direction  of spin always if they know what they are doing by RUDDER..  Nev

True

On 19/02/2024 at 4:04 PM, F10 said:

Never listen to a marriage councilor, when buying an aircraft....!

I never knew they made a twin turbine blanik!!  😳

2 hours ago, facthunter said:

Why do you think that?    Nev

There's no such thing as "pro" or "anti" spin rudder in the above situation; when the contributing factor of elevator limit is crossed the aircraft will spin in what ever direction, toward which ever is the first wing tip to stall. It's either going to spin to the left or the right, before turning upright or inverted and autorotate. Until the aircraft starts entering to the time of exiting can there be termed "pro" or "anti" spin rudder; and it should be termed "positive" or "negative" spin rudder because using too much "anti" spin rudder is probably just going to send the untrained spinning again in the opposite way. To apply this terminology while in a slipping or skidding turn gives the untrained pilot a false sense of security that as long as they apply "anti" spin rudder they will be arriving home for tea that evening.... (its not going to work like "antilock braking")... If that is what is being presented in the training syllabus it would explain a lot of now dead pilots.

2 hours ago, Roundsounds said:

I would be interested to hear people’s thoughts in regards to the following quote…

 

“in a slipping turn you are providing anti spin rudder. In a skidding turn pro spin rudder.”

 

That sounds perilously misleading

5 hours ago, LoonyBob said:

Gliding in a small thermal, the inner wing nibbles the edge of stall a lot; but one never allows it to develop, for a stall decreases the rate of climb!

 

I have had the fun of flying a T83 into strong rotor (off an adjacent hill) about 500m short of the airstrip threshold, which rolled it against full aileron. I aborted the approach...

Did you hold full aileron and wait for the aircraft to roll back level, or did you swap aileron direction and roll 360 through the direction of the rotor?

This is a good couple of examples addressing the original question posted; its got some great footage of how the elevator reacted with buffet in the moment, and also how much elevator was being used during the pattern in general while trying to slow the aircraft up.

It's a little rear to hear these kinds of stories because the pilot in command is generally often too dead to talk about it.

Please give the forecaster a break; they are dealing with wind. Its not easy, it blows all over the place. Herding cats would be easier!

The challenging part about teaching student pilots about stalls is that to just fly around until a stall situation unexpectedly occurs would usually require less than ideal flying conditions; the instructor is on the clock as well and has a syllabus to follow, and wants to arrive home afterwards. The important thing is that a student be able to recognise when the aircraft is in a stalled state and how to negate it successfully; there is nothing abnormal about pointing the nose to the stars to experience a stall; the relative velocity and AoA over the wings will be no different as flying an approach at VS and having a 10kt gust hit you from the rear, or a (x)fpm updraft clipping one or both wings... stall is a stall from any angle speed or attitude you can think of. The learning or need for additional training does not stop when you get handed your pilot certificate.

11 hours ago, cscotthendry said:

I had a situation some time ago and it got me thinking about how we teach stalls.

I was on a short final on a fairly gusty day. The gusts were varying 10-12 Kts above / below the stated wind speed. When I was about 150' AGL, the plane started an uncommanded left bank. I started to correct in the usual manner with a slight pressure on the ailerons, but the plane didn't respond as I expected it to. Thinking I was caught up in a Willy-Willy or rotor, I decided to go around. From my training, I pushed the nose over sharply, gave it full throttle and began bringing the flaps in. I've done plenty of go arounds, so they hold no mystery or fear for me.

I took me a while to figure out that I had let my airspeed bleed off and flying out of a gust, had put me into a stall. It wasn't anything like how I encountered stalls in my training / BFRs.

In training and review sessions, we're always taught to pull the power back, keep the altitude level by steadily pulling back on the elevators and then, just as the plane starts to buffet, snap that last little bit of elevator to make the nose snap over as we enter the stall.

 

But that's NOT how it happens in real life. The stall can be insidious and you might not recognize it as a stall at first. I'm certain that this has happened to too many pilots who didn't survive to learn the real lesson. 
 

I believe that including that snap over at the point of stall gives pilots the wrong impression of how stalls feel.

 

What say you all?

The "Snap" manoeuvre with the elevator position you refer to is called   "stick stall position". The only time you need to use that is at touch down and most taxi situations in a tail dragger; or bfr stall display. Any other moment within the flight envelop expect things to get exciting really quickly. A well controlled stall will not drop a wing or nose, but the airframe will be loosing altitude like a brick. Releasing the back pressure off the controls will have the aircraft instantly resuming level forward flight. A well executed stall recovery in a light aircraft might see a loss of 50'-100' height. If its a really bubbly gusty day add VS1.5 to your approach speed. Intercepting a strong thermal on short final i think will scare the crap out of just about anybody.

"A".... 😕
 

Sorry, sorry... "B", selecting "B", lock it in eddy...

1 hour ago, BrendAn said:

it is 95.55 but its raaus who i am a member of . i don't care about casa.

If you are an RAaus member then you have automatically accepted your undivided and unequivocal allegiance to CASA and consent to fully endorse and proliferate, without rebuttal, its numerous recommendations regulations, standards, and overarching disciplinary authority... Failure to do so will expose you to acquiring Penalty Points as stipulated within the Annex of The Instrument of the said Act. 🧐

1 hour ago, BrendAn said:

You only have to contribute to the building of it . Not 51%. I am not talking about hiring the plane out. I am talking about training in your own plane.  My problem with the rules is why can't I fly solo with the instructor on the ground. But there is no problem with me taking the instructor xcountry or for a passenger endorsement. Makes no sense.

I think that ruling might be applicable to anyone not yet holding all what ever endorsements might be related to a type of aircraft. Once you have your Pilot Certificate an instructor can fly with you in your own aircraft and check you out for additional airframe configurations if required, but you cannot fly that type configuration solo until endorsed to do so.

1 hour ago, jackc said:

Garmin Aera 660, I have one laying around here somewhere…….

I have some lengths of wool and some dowel that can be mounted out on the wingtip... if the wool is moving then i know i have airspeed! Rag & Tube craft get a double bonus by sharpening the dowel and driving it through the skin. If it doesn't rip then the skins are still good to go... no batteries or subscription required... B'ozRunways cannot do any of that!!

4 hours ago, jackc said:

They can jam the lot…..good old ERSA, Whiz Wheel will still work, along with the other stuff we have had, since the Wright Bros first flew……

OzRunways can show you if you are going to hit a mountain... you can keep watching the screen which will also confirm its accuracy as well! 😕

When an ASIC application is presented there must be evidence of physical existence provided. These have different levels of veracity; a birth certificate is very veracious evidence... a library card is not so veracious but enough to establish an individual's existence within the community as to is an ASIC card; but only if it is valid. If it is an expired card it cannot be acknowledged as veracious and  cannot be presented as proof of veracity when applying for an ASIC

Its important to use the correct terminology; "weather" is no longer valid word; its now all referred to as "global warming" 🐖

Will Boeing be taking over RaAus? ☹️

Sure glad I can use a pencil map compass and timepiece!!

So what other electronic options are there remaining 🤷🏼‍♂️

This is a no brainer... just take out the passenger seat before registration or transfer... 🤷🏼‍♂️🤷🏻‍♂️🤷‍♀️
 

Maybe with this latest exciting and new development Tesla will now buy BOEING 🤔🤔

Yes, the doors may surely fall off, and the inflight service levels may become MIA... Should not be so negative; on the up n up subscription fees will rise!

"MAMA MIA, OZA RUN AWAYAS 🤦🏼‍♀️🙆🏽"

1 hour ago, skippydiesel said:

May not be "earth shattering" however the increasing use of hysterical language, in our media and by our authorities, is a trend that should be called out. 

 

We no longer have  "Extreme Fire Danger" weather condition, an accurate description,  it has escalated to "Catastrophic Fire Danger" which isn't even good English. Such misuses of emotive language, does no one any good , and does not help to appropriately motivate the population.

 

It almost seem that there is some sort of competition to see who can come up with the most alarming, disproportionate language, for any given situation.

 

 

Let's up the game and go straight to "Apocalyptic Fire Danger", or, "Apocalyptic Storm Conditions"... We don't want the population wandering around taking photos or trying to help. Got to scare them back into the basements and sports stadiums... gone off topic again...