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boingk

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About boingk

  • Rank
    Well-known member
  • Birthday 30/06/1988

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  • Location
    Goulburn NSW
  • Country
    Australia
  1. Stall training should be viewed both as training too recover a stall, but more importantly as recognition and avoidance training - a competant pilot should never stall a flying aircraft. Don't stall the thing, learn the signs, don't spin it. Learn spin training in an appropriate aircraft, as I did in a C150 Aerobat. Get a grip, stop keyboard flying. - boingk Edit: tafisima, I've reported your post as it contains dangerous and ambiguous advice. Don't advise on flying our recovery techniques if you are not well trained in them, especially such dangerous things as spins. All the best
  2. Cooler burning and slower flamefront equals less power per unit energy and a total consumption rate higher than standard for same performance. E10 will give a shorter range and less performance. Cooler burns will also have a tendacy to promote residue buildup and/or plug fouling. On 2T oils, I'm particularly fond of Castrol 2T 'Race', specced to JASO-FC and about $10/L from Supercheap. Used it for over 12,000km in my Aprilia RS125 which put out 33hp from a tiny 124cc engine - that's 240hp/litre! On teardown saw no excess wear or residue buildup and in fact made it past the maximum recommend
  3. Don't use E10 in an aero engine. The stuff promotes residue buildup, burns colder and has a slower flamefront than petroluem... it is not a good fuel for engines that aren't specifically designed for it. Keep in mind that 'tolerate' and 'designed for' are two different things, too. Use no other fuel than the one recommended by your engine manufacturer or the experienced shop which has built your engine for you. If they say use Avgas exclusively, use that. If they say use 95RON mogas, use that. I find it hard to fathom that ANY manufacturer or LAME would actively recommend E10 for ANY engine.
  4. Tragic, but predictable. There is a reason we are not approved for aerobatics, and especially at low level. People need to stop doing stupid things if they want to be safe while flying. If you are set on aerobatics then do them properly - with an approved instructor and in an approved aircraft. - boingk
  5. Bingo. This type of optioning for the wing is also what prevents us from cruising around in 200kt wonders - their stall speed would be very high by our current standards and not offer a lot of room for error. Look at the Formula One type aircraft (eg Cassutt Racer) in the US; they all use very small wing areas and thin aerofoils to give maximum speed, but tend to come in to land at frighteningly high speeds (90kt/100mph+) for such small aircraft. We on the other hand have safety regs mandating a maximum stall speed, therefore we must have the wing area to make that possible. Although it
  6. It baffles me that we are using nautical arguments, and I'm not referring to 80kt here but more the Rec Pilot community at large. The discrepancy and misuse of such terms is alarming. Boats use a displacement method of buoyancy. Moving through the water when displacing a large volume of water is inefficient in general at speed, and is avoided by using a hull design that allows a craft to skip, or plane, over the water once at speed. Like boiling water, a relatively large amount of energy is expended reaching plane speed, and therafter a relatively small amount of energy is expended maintaini
  7. Bingo. No point in rushing a call or making it unintelligible. Personally I like rocking my smooth 'radio voice'... you've been listening to one-oh-two point five... boingk eff-em... :D - boingk
  8. At least he had the ballistic recovery system - he'd most likely be dead without it, especially the way de describes his descent. - boingk
  9. Bottom line... don't do aerobatics (which we aren't certified for) in a light aircraft (which isn't certified for them). - boingk
  10. Definitely an individual thing. I learnt on a Cessna 150 and converted to GA with a Skyfox Gazelle, and now own a Minicab! All different, all unique in their manners. I think I like the manners of my low wing tail dragger the best, though. Be familiar with your critical speeds (takeoff safety speed, climb, cruise, turbulence, VNE) and the mannerisms of the aircraft - listen to what it is saying to you. THe principle of flight is exactly the same, just the implementation a little different. Cheers - boingk
  11. Thanks K, really good history and something I've always been interested in. I really hope the buildings are still in some kind of repair, it'd be terrible to lose even more of our heritage. I must try and get out there and see if they are still there, perhaps a good excuse for a flying holiday through wine county? - boingk
  12. That is freaking awesome Old K, bet it was a very unique and enjoyable experience. What were you doing there for work, if you don't mind me asking? Its just blowing my mind that all that was still there. - boingk
  13. I believe it is the latter, each letter and/or numeral pronounced separately. We have a great local toungtwister - 5155! - boingk
  14. Given that you are possibly going to reach 500ft by the end (or just past) of any reasonable length runway in such a slow aircraft, I'd say keep on with 500ft as your turning point. - boingk
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