Methusala

Airmate.

"All things being equal..." My point is valid, no doubt.

My point bring that in order to change airspeed following the addition of thrust (power) a change in stick position is required. Otherwise speed won't cha ge, only altitude.

Back 'in the old days' (late 80's - early 90's) used to fly my Pteradactyl or the club's Robinson B1RD. Both trimmed out naturally to 35mph per the simple ASI. In calm air would add a little power without touching the controls, the aircraft would transition to a gentle, nose up climb with no effect on airspeed. Conversely, a gentle reduction of power would translate to a gentle nose down with again, no change in airspeed. Direct confirmation that power affects ascent/descent and that it is angle of pitch surface that controls airspeed.

Hey Brendan, I'm sentimental about my Thruster, Don

Tumut's 35 runway has an 8m deep erosion gulley on the threshold. No one wants to land short! However we do practice full glide approaches all the time. Judging final turn at around 500ft means that one can hit the piano keys mostly without adding power. You also have the option to add more flap or slip height off. All very character building and it increases the odds of not coming to grief. 😂 Don

Throttle controls rate of climb/descent, stick is for speed. Trim for speed and control landing with throttle. Flare before touchdown.

Landed yesterday on 08 Harden and 10 Cootamundra. Wind was 15kts from 115. Temperature around 30 making the air quiet lively. We were the only ones on the radio. My aim, since transitioning to Jab - 170 is to be as proficient as possible. Thus flying in 'challenging' conditions. Don

Good landings begin with a good approach. Perhaps Nev could say a few things about stabilised approaches in airline flying. Don

Well, I certainly don't after 45 years in the trade with 11 years teaching in TAFE. But I have done a bit of sand loaded bending and know what it entails. BTW I was able to fabricate my exhaust systems without endangering any part of the aeroplane. My point is simply that we are involved in amateur flying for recreational purposes and I am very supportive of Lizzard's posts. He has the background and depth of experience that comes from having worked through his flying. Don

Packing the pipe with sand will defeat any attempt to deform it inwards obviously. This method is used when pulling a bend and maintaining the round section. Ask any plumber.

Sometimes they claim power line patrol but I secretly think maybe looking for 'grow houses'. Gig!

I fabricated 2 exhaust systems for vw's. Both were 4 into 1 with nearly equal lengths. They were built on the engine installed on my VP2. I used 40 mmm erw steel tube and purchased mandrel bends which I cut to length and tacked it together with oxy and leather gloves. I then welded it up. Worked well and was acceptably quiet. Didn't weigh all that much either. My welding skills are not exceptional but I was determined to have a crack. Don

I think he posted under Raytol here. A great loss.

Perhaps Joyce should have kept the experienced ground staff!

It maybe that Mark was referring to airspeed climbing quickly following recovery from spinning. Blaniks spin very nose down perhaps 70deg?

I frequently comment to my associates, 'There are 1,000,000 ways that an aeroplane can kill you! We haven't found them all yet.' This is usually greeted with 'indulgent smiles' and shaking of heads. This is another example of a wake up call. I agree with Mark that we are involved in a very serious and potentially dangerous activity. Beware of comlacency.

Please note that my comment on 'lightly-built' airframes was never a reflection on pilot behaviour. I feel every one of these sad losses.

Technams seem to be built very lightly. Not a lot of structure around the crew. Compromises must be made to build a 'very light Cessna'.

Interesting story with comments below. Worth reading. Slashdot https://tech.slashdot.org/story/24/01/13/1841233/wsj-boeings-fuselage-factory-plagued-by-production-problems-and-quality-lapses

Known as 'Earl's-type forks', I think.

Very similar to the VW powered Cygnet which flys excellently on 60 hp.

Square holes include free stress risers?

NTSB interim report released last week. Says the aircraft landed fairly flat left wing low. Maybe flat spin. Difficult aircraft to recover from a spin. I've logged almost 900 hrs over 45 odd years. I fly for the joy of it and the marvel of levitation. Don't use lighties for transport, that where Airbus excells. Fly in good weather and (mostly) can glide to survivable terrain. Don

This is the same financial cancer that destroyed Boeing, AMP, Leighton and so many firms around the capitalist western world. Beware the MBA's.