Louie

There is a cheap app. For iPhone or iPad which is an inclinometer accurate to 0.1 degrees. Put a marker tape on each blade, then with each blade level in turn, set the blade angle at the tape using the iPhone. Works perfectly for me. But I think the poor performer mentioned by Fred was a fixed-pitch Bolly, so no adjustment.

Ditto would really appreciate some photos if possible Russ.

At the risk of opening both ends of the can... i think he's right, it is important to understand so i am hoping I didn't misunderstand (or lead anyone else to) when i posted my thread. So in my mind... my understanding is this - If i am at 65 kts on short final with a crosswind, and it then becomes a tailwind (let's say 10 kts), my ground speed would indeed increase, which would lead me to perceive that I am going faster than i am, but would it not be true that my actual airspeed (ie air flowing over the wings) in fact be 10 kts lower?

But no. You dont have it wrong. IAS shouldnt change as he turns into wind.

I know that brain fade very well. Usually happens to me right at about 2 hours, and I plan stops accordingly. I try to always remind myself at my stage that I am only just now becoming aware that I don't know what I don't know!My most recent planet-smiting came when just about to flare, the crosswind suddenly became a tailwind, and suddenly goodbye, 10 kts of airspeed that I really needed just then! Grabbed a bit of power and so softened it some, but still not the most graceful landing ever and I then spent the following week rereading and watching every resource I could get my hands on and so in hindsight was able to see what happened to me (at the time it was kinda like 'what tha...??').

 

As windy as it was that day, i should have gone flapless and carried in more speed. Yup, it was the BASICS that bit me!

Another one showing European airspace and 30,000 flights for the day. I had no idea the number would be that big!

Best to watch in full screen.

[MEDIA=vimeo]88093956[/MEDIA]

Here's a link to NATS blog explaining more.

http://nats.aero/blog/2014/11/take-guided-tour-uk-skies/

Amazing to watch!

[MEDIA=vimeo]110348926[/MEDIA]

Nice to see a summary of changes as well.

https://www.raa.asn.au/wp-content/uploads/2012/02/Summary-of-changes-Issue-7.pdf

When you open this short video, view it in full screen. When passengers boarded this plane bound for San Francisco, they never could've guessed what they would encounter near the tail-end of the flight. During the flight, just off the left wing — as visible in the video — there emerges a totally futuristic aircraft. What was it? Virgin Galactic's brand new SpaceShipTwo and its mothership plane, the White Knight II. Even more impressive, the aptly named SpaceShipTwo (it literally goes into space) executed a parallel landing with the commercial airliner

http://www.chonday.com/Videos/jegalctospc2

So I want to make sure i have this correct as i am booked in for a class 2 medical on 15th septIm going RPL for two main reasons

 

1. To regularly fly thru controlled airspace and to land at controlled aerodromes

 

2. To very occasionally fly a four seater with more then one passenger

 

So i need a class 2 medical right ??

 

Not this : Recreational Aviation Medical Practitioner’s Certificate

 

Also once ive done the medical i then need a check flight with a casa examiner...

 

But who does the CTA training??

I'll let someone else address the training requirements.

Although related, heart failure and heart attack ( acute myocardial infarction or in the latest lingo "acute coronary syndrome")are very different conditions. The prognosis for heart failure is different to that of post infarction without failure.I have read many comments that imply that stenting or bypassing has "fixed" the underlying problem but this is not true. If one of your arteries has been sufficiently occluded (narrowed or blocked) that it has required an intervention that says something about most if not all the arteries in your entire body. The stenting has only fixed the most critical one at that time. That person is significantly more at risk of arterial damage elsewhere including the brain. There are many anomalies within that document that don't make much sense. If you have any kind of medical history a class 2 will be much easier to get.

The " drivers/austroads " medical is actually a higher medical standard but is less paperwork (therefore easier ????) but only available to those lucky enough not to have any medical history. My interpretation is that it is an alternative process rather than an alternative standard.

 

I would be happy to field any questions privately,

 

Cheers Peter

 

Rural/remote GP

 

Expedition Medical Officer

H

Hi Louie,Ever dozed off in front of the TV? (Section 3.4)

 

Ever dozed off "Lying down to rest in the afternoon when circumstances permit" (Section 3.7)

 

...oh, and by the way "Do you use illicit drugs?" (Section 4.11) - coz people who do are REALLY going to tick that box, aren't they?

 

I just scratch my head....

 

Neil

Sorry for the delay getting back to you as I just woke up. Must have been the big night on the drugs!

Seriously, I too scratch my head regarding this form. Can't believe the ambiguity and lack of clarity.

Saw my cardiologist last night for a stress test which was all good. He said passing a Class 2 will be no problem so will go down that path.

http://www.casa.gov.au/WCMSwr/_assets/main/manuals/regulate/misc/form166.pdf

Following on from another thread that had drifted I thought I would start another specific thread.

Reading this form is not making a lot of sense and I am sure doctor's and pilots alike will be confused.

I am RA-Aus current and considering resurrecting my PPL down the RPL path. Problem is I had a stent inserted seven years ago. No heart attack but luckily found the blocked artery in advance of any issues. I have a stress test every 12-18 months only as a precaution and never had another issue. Reading this form I would answer yes to Percutaneous Coronary Intervention (angioplasty) and be an instant fail and would then have the option to apply for a Class 2 medical.

However, according to page 3, point 3, if I had experienced a heart attack seven years ago and been under same constant care I would not meet the definition of heart failure and be eligible to pass. I am afraid I'm missing something so would appreciate if others could have a read of this form.

It also bangs on about basal cell skin cancer (non life threatening) on Page 2 and how it could rule you out unless you meet the ongoing care requirements but then on Page 13 - Have you had Cancer - Yes/No (excluding basal cell carcinoma). Go figure?

Gel pads and soft cloth covers fix most problems.As for noise cancellation, it actually increases what you can hear from the engine dept. Cuts out exhaust drone so mechanical noises clearer I find

Another example of "useless information" (or should I say, "information of little use) creating worries for pilots. Always a good way to make a quid - sell the idea that a new device gives information that has suddenly become essential to operating a machine, but older machines continue to work happily without it.Perhaps the lesson from this article is that it is more important to understand what an instrument is measuring than it is to fixate on the measurements themselves.

 

On the subject of mixture control, I wonder if we should be so anal about altering the mixture during flight. After all, for most members here, the majority of flights are carried out below 5000', and over relatively short distances. Under these circumstances, it is probably kinder to the engine to hang the expense and run close to rich. If, however, you were doing a long distance flight in legs approaching maximum fuel range, then yanking back on the mixture knob might be advantageous.

 

After all, who of us fiddles with the mixture on our (pre engine management computer) cars when we drive from the coast to the mountains?

 

Old Man Emu

A good read I would think.

Sure to 'spark' some discussion!

http://www.gami.com/articles/egt_myths.pdf

I know of at least one instance where the fuel tap was turned off before lift off and at 500 ft the engine stopped ,The resultant hot engine wasn't able to be restated and the plane impacted the ground , the flaps were still retracted , so I assume all effort was focused on trying a restart .

Compression problems?

I didn't think unqualified ppl where allowed to service Jabirus, hence my question.

I was going to let this go through to the keeper but I would now like to mention that I have gained a lot of knowledge from this site and appreciated the time and willingness of others to provide information. Asking "cryptic" questions and wasting my time may satisfy your insecurities but it does no justice to the many fine contributors on this site.

https://www.aircraftspruce.com/catalog/topages/diffpress12mm.php

Ok I think clearer now as there was some confusion with mention of adaptor sizes relating to socket or thread size.

Want to use a T Bar so if I order one of these which is 12 mm thread: https://www.aircraftspruce.com/catalog/eppages/extension12mm.php

and this tester https://www.aircraftspruce.com/catalog/topages/cylpresse2a.php should be on the right track other than may need some fittings.

These are the ones I use 12-01060 from here:- https://www.aircraftspruce.com/catalog/topages/compExt.php

Aircraft Spruce Differential Pressure Tester Model E2A stock number 12-01012.The 18mm adapter is stock number 12-00830.

Aircraft Spruce sell one for small-capacity engines with the 18mm adapter.

Would you be able to have a look and post the link?