Ryanm

On 07/01/2024 at 6:43 AM, pluessy said:

Area is also full of the jet-jockeys and ATC who talk at the speed of sound and none of their transmissions have anything to do with the VFR traffic below 10,000'.

 

I disagree with this, speaking as a "Jet-jockey". Yes, you'll certainly hear transmissions that are meaningless to you; but we broadcast our position/intentions when descending into Class G and approaching an Aerodrome. One day, it could be in an area that you're operating in. You, and the jet-jockey, will be glad to be on the correct Area freq.

On 06/02/2022 at 4:08 PM, WayneL said:

It's a Savage Sport Cub, a lighter cub variant.

Do you mean the CubCrafters Sport Cub?

I've never flown a Jabiru, but I'd imagine it's like most Aircraft. The general idea is to Land- Rectract the flaps to what ever setting is recommened- Apply T/O power.

It all happens very quick, but there is a method to the maddness.

As others have said, it can be maintenance related and thoroughly briefed by the crew before departure. The Crew would notify the control tower if relevant. If they don't, the TWR will quickly ask if we're "Ops normal?".

Did your Airspeed/GS drop suddenly? While reading your post, Wind-Shear kept popping up in my mind. My thoughts are that an ASI error (sustained) would've become apparent earlier in the flight? You state the ASI and GPS readout were both indicating relative to each-other at all times?

It could be possible that the re-rigging of the Ailerons has induced a slight yaw effect. Maybe that's why they were rigged that way initially?

Interested to hear what ultimately caused your issues.

9 minutes ago, Cosmick said:

I don't know what i'm talking about but looking from the outside in - VR and V2 are airspeed. V1 is Groundspeed Vs remaining runway. The longer the runway V1 moves further down the runway so VR could be less than V1.

They're all airspeeds. V1 is factored for wind.

2 minutes ago, Flightrite said:

V1 is a decision speed only for ref to being able to stop on the remaining Rwy, (balanced field length) Vr is never calculated as less than V1. Most of this stuff doesn’t apply to SE light A/C anyway.

It really does apply. Rejecting a take-off too late will end the same irregardless of what you're strapped to. You should have a Go/No-go point figured out BEFORE you commence the take-off. In a SE Light, an engine failure will obviously take some of the decision making away.

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.

Some of the best flying I ever did was Aerial Survey. Spent a long time doing laps of AUS chasing good weather. It's probably all digital now, but we were using film. You really had no idea if the images turned out alright till weeks, if not months later.

ERCs (Enroute Charts) are what you’re looking for. They’re a seperate map that shows all airspace and the freq boundaries. They’re in OzRWYS, or get a paper copy of the one you need.

Thanks for sharing the link.

This doesn’t have to be so difficult.

clear of cloud will almost certainly keep you clear of icing. If you go through some rain, you could pick some up. Just stay clear (inclusive of required margins), you’re VFR. 

6 hours ago, Jabiru7252 said:

The line that says "FROM 09 292311" means what? Is it 29th September at 2311UTC or what?

That’s correct.

On 23/04/2021 at 5:41 PM, Jabiru7252 said:

On page 71 in the latest sport pilot magazine the specs for the Ekolot Sports states that it has an endurance of 6.5 hours. With 135 litres fuel capacity (I'll assume all usable) at 15L per hour I get 9 hours endurance. Please show me where I'm wrong.

I get approximately 7.5hrs. 

135- fixed reserved-10% Variable Reserve

The Aircraft AND PIC must be qualified to enter CTA, not just one or the other. No problem with the ad.

Great find Old Man Emu

You must always carry the POH, valid MR, and your licence/certificate. Don’t give anyone a reason to ping you if something goes wrong. 

i don’t believe anyone owns the airspace above their property. I can go as low as I need to due to stress of weather or during T/O or LDG.

Happy Christmas to all. I hope you’re able to spend some time with family and friends and not in complete isolation. 

The rules shifted somewhat shortly after the fatal crash of an Air North EMB-120 in Darwin several years ago, but fell short of capturing the smaller Twins unfortunately.

Going on two months now waiting for an answer to a query to the “Flight Crew Licensing” branch. Got the receipt email, but that’s it. About time I equiped again I guess.

Northern Australia... it’s it’s either marginal VMC in smoke, or covered with “Isolated” Thunderstorms.

The advice already given is what I would suggest too. Fly as early as you can and park up not long after lunch. The thermals can get very bad. We quite often start getting smacked by the thermals passing FL150 on descent into the Pilbara, very unpleasant.

Another piece of advice is to not just rely on TAFs. You shouldn’t be anyway, but it’s not uncommon for Darwin (for example) to be forecast CAVOK. But then you find the METAR or ATIS is below IFR minimums! Look at the bigger picture, in the way of GAFs, winds, even the local forecast on the BOM site can be extremely useful. My rule of thumb up that way was to carry the next level on contingency fuel (INTER/TEMPO/ALT). Not always available, but something to consider.

Friday arvo is perfect for Perth. Once Pearce closes, we get direct tracking and max speed.

PRD zones, from my experience, are very hit and miss. You're best to have a very manageable backup plan in the likely event they say "not available".

On 17/10/2020 at 9:30 AM, old man emu said:

I disagree with the statement, "Many of the early aviation deaths were completely preventable, and were caused by exactly the same reasons why aircraft crash today". How could those early aviators known what they were stepping into. Prevention is a result of experience, and those pilots and designers had not built up the experience. They were crossing the steam by jumping from rock to rock, and calling back to their followers where it was safe to step. The next jump could have landed them on a slippery rock and given them a dunking.

I don't think that's changed. Yes, we've advanced somewhat since those first flights, but "we don't know what we don't know".

We've seen engine manufactures make mistakes with fatigue life of various metal components, yet we'd probably say we know all we can about metal.

Fundamentaly yes, the basic design is pretty ironed out, but look at the horror story that Boeing has been dealing with for over a year.

On 18/10/2020 at 12:29 PM, old man emu said:

OK. Let's call quits. I set a scenario without ensuring that it was completely debugged. I'm sorry that no one had the ability to look for the main point, but focused on wind, fuel and trim.

 

I was going to pose another question on something else, but I can't be bothered to minutely inspect every syllable to ensure that what I write is blatantly obvious.  Maybe I should work backwards. Provide the answer, then ask people what the question is.

Although I think the delivery was flawed, I strongly believe in your original intention. We're all here to learn and share stories. Without this, we're buggered.

Thank you for making the effort!

27 minutes ago, facthunter said:

I can't see why that would happen in the ordinary course of events . Exhaust restriction due loose baffles is not uncommon. Loss of power and overheating is the usual result. You can STOP an engine by blocking the exhaust, so it can be an extreme situation.. The bad burning may be a result of CO2 contamination due to it not being expelled. You can get soot from the exhaust due any misfiring. Nev

Took the words out of my mouth.

In your first post, you said “The arrow of the ASI points directly at your desired value“. 

So my troubleshooting would be exactly as stated in my last post.

Now, you’re saying the ASI was indicating a slower than expected speed. Which would start to suggest a performance/engine issue. 

which is is?