Ada Elle

How do I cope with an engine failure on final? outlanding? I like divebombing the runway but my CFI doesn't like what it does to Jabiru engines.

I would have sworn that CASA recommended a circuit size, but I can't find it. However: - if your aircraft climbs at 500fpm at 70knots (I'm looking at you, J160) your circuits are going to be 1.1nm wide if you turn "so as to be circuit height when turning downwind) - if you then do a 45 degree base turn, then your final approach angle is about 4.5 degrees - an engine failure on final might not be much fun then (in a J160) I'm kinda confused about what to do here.

I would have sworn that CASA recommended a circuit size, but I can't find it. However: - if your aircraft climbs at 500fpm at 70knots (I'm looking at you, J160) your circuits are going to be 1.1nm wide if you turn "so as to be circuit height when turning downwind) - if you then do a 45 degree base turn, then your final approach angle is about 4.5 degrees - an engine failure on final might not be much fun then (in a J160) I'm kinda confused about what to do here.

From pprune: http://www.regosearch.com/aircraft/au/PAK (IO-520, fuel injected)

From pprune: http://www.regosearch.com/aircraft/au/PAK (IO-520, fuel injected)

I wasn't born here (but did primary and secondary school in Australia) and I've found written English among Australian-born people to be, on the whole, atrocious. That said, be glad you can get an ELP6; the test fees for full ELP testing are ridiculous!

I wasn't born here (but did primary and secondary school in Australia) and I've found written English among Australian-born people to be, on the whole, atrocious. That said, be glad you can get an ELP6; the test fees for full ELP testing are ridiculous!

The (new since I started there) instructors at Dave's seem to have gone to Curtis, so that's where I went... ask me in a couple of months how the PPL conversion thing goes. (I have a plan of attack sorted with the CFI; just need weather, time, and money to all coincide...)

The (new since I started there) instructors at Dave's seem to have gone to Curtis, so that's where I went... ask me in a couple of months how the PPL conversion thing goes. (I have a plan of attack sorted with the CFI; just need weather, time, and money to all coincide...)

Maybe because some people born and bred in Australia don't know how to spell 'bred'?

Maybe because some people born and bred in Australia don't know how to spell 'bred'?

Is the Eurofox still at YLIL? The only RA aircraft on their website are J160Cs.

Is the Eurofox still at YLIL? The only RA aircraft on their website are J160Cs.

Got a return phone call, but the email isn't working - flying the golf out of YSBK, but it's U/S at the moment.

Got a return phone call, but the email isn't working - flying the golf out of YSBK, but it's U/S at the moment.

Over-educated pretty much describes me. I'm sure that a lot of people in Sydney will know who my ab initio instructor if I say that the first page of my logbook consists of hundreds of circuits, almost all glide approaches. This was good for me - it turned me into a safe pilot - but not into a confident pilot. I was scared of steep turns, of incipient spins, of flying out of balance more than a ball's width. Add to that three years away from flying, and when I came back to flying I was a very nervous pilot, with my head in the cockpit - flying speeds, and watching the AI, etc. Gliding, and doing some proper spins/unusual attitudes and discovering just how hard it is to spin a lot of aircraft, has given me more confidence in flying nearer to the edges of the envelope. But it's also led me to realise that lots of instructors have been teaching time honoured techniques without necessarily understanding the basic sciences and why. In my day job I love thinking about how to translate basic science knowledge into understanding what is going on with the patient, and I've been blessed with many good teachers who both know their basic anatomy and physiology really well, as well as having good technical and patient skills. But I can't expect flight instructors to be surgical professors!

Over-educated pretty much describes me. I'm sure that a lot of people in Sydney will know who my ab initio instructor if I say that the first page of my logbook consists of hundreds of circuits, almost all glide approaches. This was good for me - it turned me into a safe pilot - but not into a confident pilot. I was scared of steep turns, of incipient spins, of flying out of balance more than a ball's width. Add to that three years away from flying, and when I came back to flying I was a very nervous pilot, with my head in the cockpit - flying speeds, and watching the AI, etc. Gliding, and doing some proper spins/unusual attitudes and discovering just how hard it is to spin a lot of aircraft, has given me more confidence in flying nearer to the edges of the envelope. But it's also led me to realise that lots of instructors have been teaching time honoured techniques without necessarily understanding the basic sciences and why. In my day job I love thinking about how to translate basic science knowledge into understanding what is going on with the patient, and I've been blessed with many good teachers who both know their basic anatomy and physiology really well, as well as having good technical and patient skills. But I can't expect flight instructors to be surgical professors!

I don't think this is actually true. Max L/D gives you best glide ratio, but doesn't give you lowest RoD. If you look at a typical glider polar, max L/D is the tangent to the polar; lowest RoD is the top of the polar.

I'm really grateful for my flight instructors who have given me excellent instruction that has probably saved my life at least once. I'm currently doing tailwheel conversion with someone who is extraordinarily experienced. but if I want to ask questions like these, it's hard to find instructors that give can give me a why with an explanation detailed enough.

That's how you get people who don't understand aerodynamics teaching people how to fly.

Gravity doesn't have a velocity dependent thrust. This is similar to jet planes, and jets can fly BAoC/BRoC at the maximal L/D. In prop planes with airspeed dependent thrust, how does AoA for BRoC/BAoC stay constant, given that thrust varies depending on airspeed?

You fly at the maximal L/D AoA. How do I fly best rate of climb in a glider without an iron thermal?

What do you mean by maximum performance? Best glide is at maximal L/D AoA. Best rate and best angle are thrust based parameters. They don't mean anything to a glider that doesn't have thrust. They are wing+prop, not just wing.

A glider has no best rate of climb or best angle of climb - these are only factors for powered aircraft. I'm agreeing with you on the whole - we fly a wing, and a wing has an AoA. I just don't see that BRoC / BAoC occur at fixed AoA.

I'm a medico - so clinical pretty much sums me up. I wonder where I can find a flight instructor with a physics degree.