Powerin

Yes...coming to realise that DJP is some sort of demi-god who has come down to make our lives difficult by keeping us safe and alive.

Been treating this as a brain teaser, so I haven't researched anything yet...unlike Iggy But it's equally possible that

The thing that makes the wing exceed critical AoA is the elevator (apart from gusts of wind, updrafts etc that change the direction of airflow). So I reckon the elevator/HS is still doing something up to and beyond the stall. Isn't it? Otherwise if the elevator has lost effectiveness how do you recover? If you are in that most stable of stalls, a spin, the rudder also still has authority to be able to recover (assuming the aircraft is spin recoverable). So, if an aircraft is able to recover from stalls and spins, doesn't that mean that empennage control surfaces are still working in a stall?

Off-topic....how does that work? The elevator runs out of authority before the wing stalls I guess...but does the HS stall, or run out of airflow, or get blanked by the wing? Is it a good thing or a bad thing that these aircraft do this? (feature or bug)

Geez that's a mind-bender of a question DJP. I can't think of a definitive answer which will be true for all situations. Being a student I've only stalled an aircraft about 20 times and you never get to explore the situation beyond about the first second. So (only theoretically in my mind) Dazza's answer seems best to me...when an aircraft departs from an expected flightpath given a particular stick position. But that stalled stick position would have to be maintained to continue the stall...unless the horizontal stab has also stalled in which case forward stick would worsen the HS stall and probably continue the main wing stall?? Aft CofG would exacerbate this. Is there anything else that causes the HS to stall?

These guys are trying to do something about it - http://www.craa.org.au/

Hi Shags, Coldstream airfield has a Teccie Echo Super. Lilydale airport only has Jab 160s. Both of these airports are on the NE edge of Melbourne near the Yarra valley. I've never flown there, but I would bet it would be beautiful scenery around the Yarra valley. There are no Canberra RAAus airfields. Closest I think are Goulburn or Tumut. Peter

Thanks kgw...interesting to know.

Wow, I'm sorry, call me what you will, but I wouldn't be caught dead in something like that. Well...I may as well be dead if my wife caught me trying to fly a Wasp ;) The Monaro on the other hand........

Sorry Ahlocks...moderate away

Ian, I appreciate the work you do for us, I really do. But I think you'll find that some of your most faithful members here are also members of many aviation sites around the world. I count myself amongst them. Many of them contribute much of the content and expertise that makes this site what it is. I don't think it does you any favours to call them cretins....

I thought that too. But if it was faster to rebuild then labour was probably less than a from-scratch build. Anyway, I was just curious as it may be another factor in the decision of which aircraft to build some time (years ) in the future.

All forums...like to know what's going on everywhere

That's pretty impressive given the amount of damage. Obviously it was easy for Garry and Co to do a rebuild with all the parts and equipment right there, but I'd be interested to know the economics of doing this. I wonder how much cheaper it was to rebuild this aircraft than to start from scratch?

On SBS now....doco...women that worked on Spitfires in WWII

Striking a blow against dumb farmer perceptions everywhere....it's....SuperNerdFarmer (edit...how many farmers do you know that would quote Einstein in their sig.... sad )

That's noise cancelling mikes...which help quiet the noise when you make a transmission. But active headsets continuously pick up the noise (with a dedicated mike) inside your earmuff and basically create a signal which is the exact opposite (180º out of phase) of that noise. This opposite signal is fed into your ear speakers and this mixes with the noise in your earmuffs with the result that the noise is cancelled out.

Welcome Bob. Looking forward to reading about your build. A Savvy is definitely on my shortlist of aircraft to build one day. Might we see your Savvy at Wagga some day in the future? Peter

I've trained in both Tecnam high wings and low wings, depending on availability (same instructor). They are both nice to fly but quite different. I have valued getting experience on both, but it definitely cost me more in terms of training because it would take most of a lesson to get used to the new type of aircraft (or even different instruments...glass or steam). For me value for money in the training phase was important, which is why I chose the easy-to-fly Tecnams to train in. The plan is to move on to other types as finances allow. Having said that, I wholeheartedly agree with Nev. You tend to become very comfortable at flying in certain situations. Most of my training circuits tended to be on the same big asphalt runway and early in the morning with little turbulence. I didn't realise how much I was relying on visual cues on the ground for ccts on that runway and on the lack of turbulence, until doing circuits on the cross grass runway, or even on the reciprocal main runway. If you can afford the extra hours, the extra experience given by different aircraft types and airports will be well worth it (in my very limited experience). Different is good. Today's flying was turbulent. Being in the latter stages of training my instructor was putting the pressure on and I forgot a few things in HASELL checks, forced landings and inbound radio calls, even though I've done fine working through these solo. More practice needed! I was happier when my instructor was demonstrating something when I asked a question, and we ended up on a very high and short final and he handed over to me. My decision. So engine idle, glide approach, select full flaps, right rudder against the firewall in a sideslip and see what happens. Speed was good, nose pointing (very steeply) at the piano keys, continued with the approach, and ended in a nice landing. It's good when a combination of elements in your training come together

I guess that's where the trade-offs are. You can rely on Qantas (mostly) to get you there, which leads to high customer satisfaction and brand loyalty. To do this you need a lot of planes, and enough pilots and crew that you have room to move with rosters when things go wrong. And you pay for the privilege. With the likes of Jetstar or Tiger, you have a limited number of aircraft on tight schedules. They are probably on lease, or on tight finance, which means every minute on the ground is costing you money. With the tight schedules, you need half hour turn-arounds, minimal crew, and razor thin margins on crew rosters. The end result is cheaper fares, but one small mechanical fault or crew problem throws a spanner in the works leading to delays or cancellations. Even if you find a serviceable aircraft to make the flight, chances are you don't have adequately rested crew that can legally fly it (or so I've heard from a small RPT insider). You have high customer dissatisfaction...but hopefully low enough prices for the customers to put up with a 70% chance of getting there on time (or at all). Hopefully Qantas can sustain their business model, but one has to wonder, given recent events, if the model is to bury Qantas (and some strategic blunders by management with it) while building up an airline unencumbered by the privatisation conditions Qantas has.

Just want to make an off-topic comment about "cheap" airline fares. While it is true that *some* fares are cheaper than a bus or train, that fare only applies to a limited number of seats on each flight. First come, first serve. Those seats are usually filled months ahead by people (and I include myself in this category) that could never have previously afforded to fly RPT. And it probably fills what would have been otherwise empty seats on each flight. For example, if I were to fly Melb-Bris on Virgin today, it would cost me $515. In 6 months time I can get the same seat and same level of service for $125. Cheap seats are just part of an overall pricing model that gets more bums on seats. I'm not sure it can be said that airfares in general are cheaper than a taxi ride or that we are not paying a proper price for them.

Nobody here but us deviants..... Welcome Scotty!

Has the film been released? I thought it was still in production.

That's not quite correct. You can't fly into CTA holding only an RAAus pilots certificate. As I understand it you can only fly an RAAus registered aircraft into CTA under the following conditions: The RAAus registered aircraft has appropriate equipment (including certified engine, radio and transponder) You hold a PPL which allows you to fly in CTA and of course you hold a RAAus pilots certificate with appropriate endorsements to be able to fly that aircraft. The actual rules are a bit more convoluted than that, but that's the gist of it I think.

G'day David!