Sapphire

The POH lists take-off distance 475 m, and landing distance 468 m. Would that be at sea level? If at sea level, how can I calculate the revised take-off and landing distance for different PH/DH? I always found manufacturer take off and landing distances incomplete in their advertising hype. That would be at sea level-but who flies at sea level? I have a graph for a Varieze at different density heights giving exaggerated performance figures, but other a/c have none. By the time you do the calculations and measure the length of that unknown grass strip you are on, you'll be looking at past last light. I take with caution any published figures of landing/take off performance, weight and balance etc. Seen them not work, especially if you fly on the limits of that flight envelope.

So Sapphire and Facthunter how do you discharge your CASA obligations without manufacturer data, and how do they get away with it? Gulp

My old Kane Dead Reconing Computer comes to about the same figure. He is using 1003 now.

Guess the airline guys calculate density height all the time esp for take off. Ever been in a fully loaded 747 bound Sydney to Los Angeles on a really hot day? Glad I can't see the remaining bit of runway. For the a/c we fly I guess you go by experience and feel. Would never take off with a new a/c from a short grass strip on a hot day with variable winds unless the previous owner was there to demonstrate it first.

Your unbreakable committment is to fly. All other unbreakable commitments will wait.

You should have done a flick roll at 30 feet to "wake him up". Saw Chris Spiru do them at Murry Bridge and he was probably yawning.

The only instructor that's given me the hebbie gebbies - without exaggeration - NZ - PPL flight - 1 to 2 mile finals - say < than 1000 feet - controlled airport - C152 (probably an aerobat) - he took control ........... full tit - did a loop - handed me control - continued on final to land ! ........... the instructor probably had to break out of the chains that held him - pity he had to involve me in it ! I've seen a senior flying instructor loose everything he had for pulling out of aerobatics with a passenger at a low altitude. One instructor for my commercial was telling me how docile that aircraft was in a stall and stalled it at about 50 feet take off from Jandakot. Air traffic control, I guess, informed the CFI who confronted me. That same instructor was fired after later collapsing an undercarrage. A gliding instructor thought I was too high on final and did a 360 turn. He was wrong on those two issues and others backed me up. Guess pilots get bored. Studies of dangerous points in a flying career show above average accidents at this stage.

Easy solution-join the mile high club

Worst still, you are sitting in the cockpit, engine running, your radio is not working and you review how conscientious a pilot you want to be.

"Instructors" is one of my favorite topics. In your initial flying, impossible to evaluate as to good or bad or otherwise. Many are there to get hours to move on. A good instructor can adapt to the personality of the student. I rated them as barking dogs, mumblers, not very knowledgeable to top notch, spot on. Starting my navs, I had an an ex airline pilot instruct me in such a way, that today I would never use his methods [too much time on auto pilot for him] Since then, using a system so simple you can teach to a 6 year old. An incompatable or poor instructor is big bucks [from you and for him]

Just joined and enjoying checking the site out. Have 1000 hrs GA, gliding, ultalight, and owned a Sappphire and Varieze. Looking to buy a Hummelbird. Any Hummelbird enthusiasts here?

I read some where a while back that RA and GA aircraft have similar accident rates. This does not mean they have similar engine failure rates. A lot of ultralights can sneak into a small landing space at a lower speed. If there is any impact damage, it is significantly reduced. Half the speed equals four times less impact force. That 'shock period" of several seconds can be addressed with preparation. As you climb out [every time] in addition to evaluating landing options you are training an automatic push the stick forward reflex. Don't sit there like a stunned mullet. Do it if the engine fails. Every time I do sharp manoevers for fun or any other situation, the stick is pushed forward, without thinking, if only to compensated for the extra drag. Flying involves feeling what the plane is feeling.

You guys have a thread on loosing weight-here is your answer. I'd be in it.

The aircraft was doomed when the ailerons were lost. I think subsequent uncontrolled manoevers would have produced the high g forces to to rip off the wing. Controlling surfaces are hard to design because there is no math formula to go on. Size, shape, weight, balance, position all need to be tweaked to prevent flutter, by trial and error and a fearless pilot. The front canard of a Varieze is a good example. It is the most tested light aircraft around, including extensive wind tunnel testing. A canard origionally designed and already being home built had problems develop and a second canard was designed. I never took my a/c to vne but saw one pilot describe a twisting motion at vne. It's very light and would at first pass as something from a model plane. It is advertised as incapable of spinning but has been spun during testing with great difficulty. The recoverey is also difficult requiring I think about 20 turns. Not a good a/c for low level aerobatics.

Have you got the right bus stop avanwyk?

Does that include flying?

start grinding this young guy down. After 15 minutes he had enough and my claim was approved. currently reading http://www.sportaviationonline.org/sportaviation/ <:aside>Of course they try. I've been given the run around returning faulty goods. So and so is not here, "bring back the whole thing" that took a day to put together and you were told on the phone to bring the part in, who did you talk to [always get the name so you cant be screwed around on that]] Give them a mean look as if you are deranged and the service will flow.

Read the PDS and then understand it. Flood victims paid all their life to get nothing-don't go on the advertising hype. It's not legally binding and deliberately untruthful.

Hi Mark, So what sort of a/c are you researching to buy- Boeing 787, Grasshoopper, Lockheed Blackbird...

It would appear that if having a ticket to fix toilets isn't already worth more than having a phd in underwater left handed basket weaving, it will be in the not to distant future... I like these one liners

If I was putting that leak sealant in the tyre as a preventative measure, I'd have a little electric motor rigged up to turn the tyre all night. Just get an old washing machine motor, take off the pully and the shaft rubbing against the tyre will turn it. Or you can sit there all night turning it yourself.

I guess all those happy smiling faces of the crew as you depart your flight have been well rehearsed. Also, any medical problems you get can stop your career dead. I knew an ex-airline pilot working as a ground instructor. He had an epileptic fit and never saw a flight deck again.

About a year ago there was a news story going out that some airlines are hireing and training 18 year olds to captain their fleet, paying them around $26000 a year. Next they'll have a system where passengers with flying experience are asked to assist in flying the plane. Nobody volunteers, we dont go.

I heard as you're flying the stuff collects at the bottom of the tyre and eventually hardens enough to stay there. Do touch and go's all the way home wherever you can.

I know a pilot who pranged an uninsured RAA a/c while under instruction. The instructor grounded him for a couple of months. "That's your punishment for wrecking my a/c" were his famous words. My response would be " What's your punishment for being a lousy instructor?" Membership to RAA includes substancial insurance [in the millions] for passenger and people on the ground including property.