flying dog

Someone just sent me this link....

Ok, thanks.

I guess that does make sense in most ways.

I guess I am just getting caught up on the small things.

Nowadays you can get weather reports for your suburb, which is kind of nice but I saw something today that has me confused.

The forecasts include temperature, clouds, pressure, precipitation and so on.

How can you have RAIN when the CLOUDS are CLEAR?

If there are any clouds I can get that you can get rain falling from them and if "unlucky" (or lucky) it falls in the sensor, and so you are told of rain in the area.

But when it says CLOUDS: CLEAR and shows RAIN I don't understand.

Even if they weren't "real time" and from .... 20 minutes ago.....   How can you have RAIN if the sky is CLEAR?

I don't know if that is rhetorical or not.

To digress - well, I posted the video above.

Believe it or not.

But I don't think they were sitting there telling that story and it is/was a lie.

Ok, it (the helicopter) wasn't TCN-9.   (My bad).

Oh, and that "UFO":  It's ground speed as 158, so it wasn't slow.

Heard the TCN-9 chopper today (Thursday) 08:20 and also saw this thing.

Ok, so the person "on the ground" is only there as an advisory person.

Ok.

So if the person who was "on the ground" being the unicom "controller" has no authority.... 

There seems to (still) be a problem with how it was set up.

Yes:  I'm stupid.   Sorry if it is a dumb question.   But I am missing something to why there was someone "on the ground" co-ordinating (or seeming to) traffic movements yet has no authority.

Ok, it was UNICOM, not CTAF.  Sorry.  In the scheme of things in this case that is not important.

But there was a controller in the scheme.  The plane on downwind was on the same frequency.  As was the controller.  And originally the plane you said was on base was on down wind.

So if - as you say - the plane on base has right of way:  what was the function of the controller?

There seems a big disconnect between the inter-pilot comms on/in the UNICOM and when a controller is in the picture.

Sorry, it just seems like there is some confusion with what happened.

A while ago there was the "Wings over Illawarra" fly in.

Not to "steal" the thunder, but to put it out there.

Normally "Shell Harbour" (Wollongong, as I know it) is a CTAF.  Pilots talk to one another and "play by the rules" as Stefan mentions.

But that day it was a sort of controlled airspace.

Stefan explains what the rules are.   So I have to ask.

This one.

But my concern is why the "Controller" didn't handle the "conflict"....

"Plane on down wind, extend your down wind because *xyz* is on straight in final."

Or something like that.

Normally yes, it is an interesting scenario.   But this wasn't normal.

Ok, maybe I am being petty.   Maybe.    But the question arose to me and I am interested on what other's think.

I saw this a clip I saw a long time ago.

If you are still reading this....

This is (I hope) the clip I mentioned way back.....

Enjoy.

(Gee this has gone a lot further than I thought.)

There is/was a great youtube clip of a retired US navy pilot who got into a lot of trouble when "shunting" (moving) a plane from a land base to the carrier and forgot to retract the wheels......

Opened the throttle, and ripped the undercarriage off the plane.   (F14 or 15 from memory)

I'm not arguing that.

I am just asking/mentioning that I have seen planes leaving their wheels down three times recently.

I don't watch every plane taking off.   I do have other things to do.

But given I've seen it now three times:  I was just asking.

Well, it is rare, but I know I've seen 3 cases I can remember.

1 they weren't retracted until about Homebush...  Maybe later.

2 possibly the same

3 not too long ago at 5 Dock/Drumoyne

They would be at about 3,000 feet.

(They were - of course - taking off/departing)

(YSSY 36L)

I get it that things happen just after take off and "lifting the legs" is delayed.

But usually they are retracted pretty well before Petersham.

I've seen some with the wheels down at Strathfield and beyond.

I don't want to annoy anyone or tell the pilots what to do.

But just wondering if it would be ..... "appreciated" if there is/was a phone number at the tower I could call to mention it.

It may give the tower a quicker head's up than the plane, as they may still be busy doing checks and not got around to telling the tower.

Thanks folks.

I am (slowly) reading the bigger PDF with all the specs, etc.

My curiosity is a bit annoying when it spikes and so I asked the question.

I think there is enough posted here to help me, so unless anyone thinks there is information missing, "we" had better call it quits.

Yes, thanks.

I'm just saying.

Just to clarify - as it seems there is confusion:   (yeah and probably on my side)

V1 is your "GO/NO GO" speed for taking off.

VR is the speed at which you rotate/take off.

V1 is more a position on the runway, but.....

If you are taking off you need to get to VR to take off.

But this is greater than V1.

Given rejected takeoffs are because of a problem happening and not because of some other reason.

You get to V1 and exceed it.   So you are committed to taking off, but for reasons unknown:  you can't get to VR speed.

You are not going to "obey" the fact that V1 is the "you are committed to takeoff" speed.

Therefore I put it that VR should be less than V1 so if anything does happen you would be below V1.

In my example you would get to VR before V1 so at VR, you take off and all is good.

And you remain below V1 so you are complying with the less than V1 aborted take off speed.

Flightrite:   Yes, I over think a lot of things.

And I am asking not specifically for GA/Light planes.

I am asking in the bigger picture.

> My aircraft at Archerfield could probs get to Vx before V1. Would you like me to check for you? 

I think I know what you mean, but....

If V1 is lower than VR and any/all other Vx...   You can't.   Sorry.

19 hours ago, Ryanm said:

V1 isn't just about an engine out situation. It's a decison speed. If I have ANY issue prior to V1, I'll have enough runway to stop the aircraft on the remaining runway. If an issue presents itself after passing V1, I no longer have the stopping distance required and if I decide to stop, I'm probably going to go off the end of the runway.

 

V1 is calculated prior to EVERY departure and includes many variables. It's factored for weight, weather, aircraft performance and config etc. The calculations are quite complicated behind the scenes. Luckily most of the hard work is done by the manufacturer and the Performance department. Aircraft acceleration is taken into account, that in turn depends on the weather, flap setting, thrust reduction (if any) etc. So they know what the airspeed should be at each point down the runway. At some point, we've used enough of the runway that a decision to stop will mean an overrun. That's all it is.

 

VR is the rotate speed. This is also a complicated calculation behind the scenes. Basically it is the safest speed to begin rotation. Yes, we could try to rotate earlier, but I'll have to explain why the tail hit the deck. On my fleet, V1 is usually about 5-15kts less than VR, but on a long runway it's often the same speed.

 

V2 is the speed to fly if we lose an engine once were airbourne.

The first paragraph:

I still beg to differ.  Be it "engine out" or what ever.  I think there is confusion there, but I'll leave that alone.

So you are going down the runway taking off - or attempting to.

V1 < VR

You get to V1, but don't seem to get to VR.  You are "stuck" between these two numbers.

What are you supposed to do?

You have exceeded V1 and are "supposedly" obliged to take off, but can't get to VR speed.

VR should be less than V1 so there is a margin where if you can't/don't get to VR: you are below V1 - allowed to abort the take off.

I'll now read the other posts.

Thanks.

I maybe should have worked that out...   But.....

Sorry:  POH?

Yeah, I kinda get it.

It just seems wrong how V1 is determined.

Really VR < V1 by how I think.

No good saying you have to take off (reason still not understood) before you reach VR.