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Garfly

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Everything posted by Garfly

  1. Garfly
    True, but whenever I've done (dual) engine-off practice glides the Rotax has burst back to life instantly. But still, nobody depends on it so that training is always done within easy reach of an ample runway.
  2. Garfly
    Sorry no substance.
  3. Garfly
    The scene depicted in the Italian video (above) would be legal here. In pursuit of greater competence and safety, I would gladly seek out such training just as I would seek out, say, upset recovery training.
  4. Garfly
    I have also done that kind of testing with a CFI (and we reached the same conclusion) and it is legal under RAAus rules.
  5. Garfly
    Unintended touchdown WWW.FLIGHTSAFETYAUSTRALIA.COM As it was a nice day, I thought it would be good to take the plane out for a trip around the local area and was wondering about performing an engine-off landing as I had practised doing them now and again quite...
  6. Garfly
    Aren't those the figures you reported in the original post of this thread (4 years ago)? "For the Savannah, 50kts is the speed for best glide ratio, as determined by earlier testing. Times recorded for these tests are - at idle 101 seconds, at prop stopped 94 seconds. At idle - 101sec/1000ft = 594fpm descent rate = 8.5:1 glide ratio @ 50kts. Prop stopped - 94sec/1000ft = 634fpm descent rate = 7.9:1 glide ratio @ 50kts. So for each 1000 feet of descent, the aircraft will glide 8,500ft at idle or 7,900ft with prop stopped. So that’s 600ft (182m) less distance at prop stopped than at idle."
  7. Garfly
    While looking for that anti-heat-soak cowl-flap story for re-posting in Skippy's Linear Actuator thread I was taken back to the main topic of JG3's original thread: Prop Stopped. I reckon it's probably worth a bump; some interesting discussion around whether we should, from time to time, practise real dead-stick landings. And then, out of the blue, I came upon this example. (I see the instructor returned the switches to ON ready for a restart if needed) :
  8. Garfly
    This'd be the post you're referring to, Marty. As you say (and AFAIK) the device is only meant to reduce heat soak under the cowl on the ground.
  9. Garfly
    Agreed, and in the second video story I thought he did well to descend underneath the converging Cessna because even though he too was in a high wing he probably had a better chance of keeping sight of the threat looking forward and upwards until it passed over (as opposed to climbing and losing it under the nose.) In the first story he says they were both vertically constrained by a cloud layer just above circuit overfly height. In that case, he reckoned his take-away was he should have been less fixated on his original joining plan when faced with unexpected same level traffic.
  10. Garfly
    This fairly recent video by a young YLED (Lethbridge) pilot tells two stories from which, he says, he took lessons about traffic conflicts near airports. The first shows how the other plane's OzRwys traffic helped with separation when his own radio comms were, he thought, somewhat lacking. And the second (04:00), shows how it was the other plane's landing lights that saved the day when that pilot's radio call had placed him somewhere else entirely. I guess we all agree, see-and-avoid needs all the help it can get. Anyway, kudos to FlightFix for sharing what he's learned in such engaging, well produced videos.
  11. Garfly
    It seems this is the fuel consumption range Turbotech claims: 109hp/140hp/160hp 19l/h / 20l/h / 21l/h eco cruise 24l/h / 32l/h / 35l/h 75% power
  12. Garfly
    I'm pretty sure I have been awake. Unless ... Anyway, I'm not the only one: "The FAA has a voluntary pilot safety program, Operation Lights OnPilots ... pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected, i.e., coastal areas, lake areas, around refuse dumps, etc." airplaneacademy.com | AIRPLANEACADEMY.COM
  13. Garfly
    Theatrics aside, Skippy, landing lights on final are very often visible before the airframe that they're stuck to. This is a big help for anyone about to enter who might have missed the call. Not to mention, for tower controllers everywhere.
  14. Garfly
    I think the guy in the video is, temperamentally, a bit beyond the usual trainee pilot profile. Still, his extreme example can still be a lesson to us all. Anyway, their survival probably says something for the Tecnam P92's crash cage.
  15. Garfly
    Yes, although they say it can also run on many types of fuel. (Presumably not mixed at will, though.) And I think there are parts of the world where Avgas is much harder to find than Jet A1 is. But hey, those are first world problems we won't have to face. ;- )
  16. Garfly
    Yeah, one Gogetair dealer in Europe (A4 Aviation) claim to be looking at a cruise efficiency for the G750TP between 15 and 18 LPH - of cheaper Jet A1. (see YT vid below at 01:30) And with a 3,000 hr TBO they hope to whittle down the ICE price advantage over the service life. Although some argue that in typical GA use a turbine could run out of cycles well before TBO hours. Others reckon that in its 2+2 Mosaic config it could give Cirrus a run for its money in the US market. In any case, it seems Gogetair don't envisage their G750TP operating above 20,000' https://www.youtube.com/watch?v=7My16WEnaPY "... the G750TP combines the advantages of a gas turbine engine – smooth, vibration-free flight, and reliability – with impressively low fuel consumption and a long 3,000-hour TBO." A4Aviation News - A4 Aviation WWW.A4AVIATION.COM Latest news articles and updates from A4Aviation
  17. Garfly
    Another instructor agrees:
  18. Garfly
    I was interested to read that RAAus was positioning itself as the masters of Mosaic in Oz (Australian Flying Mag article in the OP) They're definitely going for the top end of town. Anyway, I'm pretty impressed by the pluck and audacity of Mr Gogetair. He surely wouldn't risk the turbine project if he wasn't an incurable aviation addict. After all, he was doing fine with Rotax for his G750 aircraft. https://www.youtube.com/watch?v=QzO62xyjepg
  19. Garfly
    Yes, different ... however, the idea of trying out turbines in recreational aircraft has been a recurring topic over the years. I'm a bit fascinated that folks are still determined to give it a go despite the many obstacles. As red750 posted recently, even the Wilson Explorer II homebuilt from 25 years ago flirted with PT6 power.
  20. Garfly
    That's exactly what I mean.
  21. Garfly
    Who is the "you" you're addressing here? This "you", for one, WANTS or needs neither WARBIRDS nor TURBINES; just happens to be interested in most things aviation. No need to go aggressive.
  22. Garfly
    Might even become RAAus ready one day. RAAus to go the Full MOSAIC - Australian Flying WWW.AUSTRALIANFLYING.COM.AU RAAus is aiming to be allowed to administer aircraft that comply fully with the new MOSAIC regulations. https://www.youtube.com/watch?v=QzO62xyjepg https://www.youtube.com/watch?v=7My16WEnaPY https://www.youtube.com/watch?v=yS9K1QO2Ekg
  23. Garfly
    Yes, I think everyone agrees that the SE2/ADSB should be always on ... I'd say it can even have uses in the circuit (for reasons like the ones given by Neil, above).
  24. Garfly
    Ah, okay, so that's what you meant?! Yes, it probably could have/should have been attached to the original post. (Maybe still can be?) On the other hand there might be some value in starting the discussion over since so much of the early info was wrong.
  25. Garfly
    Yes, fair enough Neil, I cited the original video so that the presenters would speak for themselves and listener-readers interpret likewise. [Ref. the minute 1:01:45 to 1:02:45 in this RAAus video from last year: https://www.youtube.com/watch?v=JuW5yzC-j5M&t=3724s ] Anyway that difference of approach on the issue between some of us and the RAAus published position goes back a ways:
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