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Soleair

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Soleair last won the day on March 16

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About Soleair

  • Rank
    Well-known member
  • Birthday 05/05/1950

More Information

  • Aircraft
    Own build MiniMax
  • Location
    Macedon Ranges, Vic
  • Country
    Australia

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  1. Let me parade my ignorance and ask a basic question. Several posts earlier concerned the direction of circuits, with some pilots apparently flying it the wrong way. In UK, the circuit direction is indicated by a Tee board. This is usually situated near the windsock, and is a large board lying flat with a big white letter T on it. This is oriented such that the ('upright') leg of the Tee aligns with the runway in use. Approach & takeoff is along the upright towards the crossbar. In this way, when the recommended overhead join is made, joining pilots can see the wind direction, runway in use, & circuit direction from overhead before joining the circuit. This seems like a fundamental to me, at least for manned airfields. It at least allows non-radio aircraft, or those who haven't planned thoroughly, to be aware of the circuit direction. Has this system not been used in Aus, or tried & discarded?
  2. Soleair

    Stalls

    Yes, it's a shame new pilots are not taught to recover from extreme unusual attitudes, including fully developed 2 or 3 turn spins. I believe I benefitted from such training, back in the 80's in a Cessna Aerobat. But there is a (relatively) low cost solution for any pilot, trainee or qualified, to experience spins and many other skills useful for when the donkey quits. It's called gliding. I think it would be an excellent idea for all power pilots to spend an hour or more in a glider, to experience these regimes, maybe as part of their licence requirement. They would almost certainly enjoy it, plus learn about the ultimate in power off landings (no go-arounds in a glider!). But then I also believe most car drivers would benefit from a compulsory period on a motorbike before being granted a car licence. I don't suppose that's going to happen either. Bruce
  3. Good to see he stopped at the red light.
  4. Soleair

    Soleair

  5. Some flaps do provide mostly drag and little lift at high angles of deflection. But to answer your specific question, the effective chord line for AOA reckoning is found by an imaginary line joining the T/E of the wing to the centre of the L/E nose radius. In the case of flaps, the line from the T/E of the flap to the L/E of the wing would be less than the 30º flap angle.
  6. Plus most of the newer roads have constant radius bends, so you set your lean angle & go for it. I also found French car drivers to be very sympathetic to bikers, unlike just about every UK cage driver.
  7. Here's a confession of the brash overconfidence of my youth. I had a small company intended to change the microlight world with a new plane of my own design. We built the prototype, and I had done the only flying on it, perhaps half a dozen hours. I decided it would be exciting for my two sons, then aged 6 & 4, to take them up one at a time for a short flight. A word on the structure. This was a rag & tube airframe, swept wing, canard. No enclosed seating area, as with trikes. The 'fuselage' was a pair of parallel tubes, with 1.25" o.d. tubing at each end, forming a rectangle. The seat was a simple hammock (made by my wife on her sewing machine) slung between the two ends. Because my children were so small, their little legs didn't reach the forward crossbar to rest upon. So I tied a piece of rope across the fore-&-aft tubes, and they rested their feet on that. No other structure between them and the ground 2500' below. The flight was uneventful, & I also took my wife up. She did not enjoy the experience, mainly, she claimed, because she kept thinking that her stitching on the hammock seat was all that stood between her and certain death on the unforgiving ground so far below. So in summary I risked the lives of my family on a brand new, unproven design, built from commercial material no airworthy standards, that had undergone no inspection other than my own, using a single ignition 2 stroke with my own reduction drive system. All this was completely legal at the time (1982 in UK), but I still cringe when I consider with the painfully acquired wisdom of my autumn years the foolhardiness of such a decision. Fortunately, my boys were unscarred mentally, & both went on to solo gliders whilst in their teens. My wife has never flown in anything smaller than a 727 since. Bruce
  8. https://www.manchestereveningnews.co.uk/news/greater-manchester-news/robert-murgatroyd-pilot-barton-crash-15860828
  9. I passed my bike test in 1967 & have owned a bike most of my adult life. When I lived in England I went for my Advanced Motorcyclists ticket. This entailed approx 18 months of Saturdays, mostly riding one-on-one with police class 1 motorcycle mentors. I was taught that the purpose of the advanced motorcycling course was to 'make progress safely'. As part of this, I was taught to filter between lanes of slow moving or stationary traffic. I doubt these experienced bikers would appreciate themselves or their students being called "smart-arses" because they were exploiting the capabilities of their bikes. Car drivers have the benefit of a roof over their head to keep dry, aircon in summer to keep cool, and a heater in winter to stay warm. Bikes don't have these advantages, but they are more manoeuvrable and require less road space. I don't object to car drivers' comfort, and it is not reasonable for them to object to my ability to make progress just because they can't. Bruce
  10. Especially if the little wheel was in the right place.
  11. I was taught to adjust speed with elevator and rate of descent with throttle. Bruce
  12. https://www.bbc.co.uk/news/uk-england-sussex-46623754 Cut off their goolies.
  13. I worked for several years as a radio operator in a Fire Control Centre for NSW Rural Fire Service. We were the conduit for all radiotelephony between FCC & the fireground. Since all rural fireys are volunteers, with varying experience, standards of radio calls differed greatly. The old Standard Operating Procedure for radio terminology called for "affirmative". I have personal experience of the difficulties this causes, when the operator is not speaking clearly (raging bushfire outside the cab), when terrain degrades the signal, and when the first couple of seconds is not transmitted after the ptt button is pressed due to the system itself. Even asking for a repeat still often results in multiple "##@%&*<%#..ative" Only the last syllables come through. It is clearly unwise to use two words sharing much of their sound when their meanings are opposites. So eventually the SOP's were changed and "Affirm" became the required word, with the emphasis on the first syllable. This mostly worked, except for a few older hands. These guys complained that they'd been trained to use affirmative, they'd always used it, & didn't see the point of changing. Had they heard what we heard, with scratchy radio transmissions sometimes conveying urgent and important information, they may have appreciated the need for change. Bruce
  14. There are several witnesses who claim to have seen Whitehead fly. None other than 'Jane's All the World's Aircraft' credits him as the first to build & fly an operational heavier-than-air flying machine. The Wrights were not just great designers & builders. They also showed considerable business & self-publicising acumen, unfortunately coupled with a (not so great) dollop of greed, which ultimately held back aviation development. Just because Whitehead did not go on to run a successful aircraft company (or even manage his publicity at all well), doesn't mean he wasn't the first. As I know from personal experience, the skills required to design, build & fly an aircraft are very different from those required to run a business. The photo shows what to me looks a viable airframe: note in particular the dihedral, as opposed to the anhedral in the Wright flyer. A couple of replica Whitehead 21 replicas have been built & flown successfully. Bruce
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