APenNameAndThatA

no probs

Even parking outdoors can cause probs

Dec 10, not Apr 1, btw.

Question: if you buy will you even be able to get hanger space?

I am very aware of the difference between spiral and spin (airspeed) and recovery (unload then ailerons vs rudder then stick forward). But I don’t mind being reminded. In very high stress situations, perception alters, so the obvious things (noise, control weight) might not be obvious. Too, what is it with Frise ailerons? does the increased drag of the up-going aileron negate the benefit of the pro-spin input?

I don’t understand the bit about getting another instructor. And I googled it and I dont understand the bit about Frise ailerons. When I was spinning the Extra, I used opposite stick and rudder directions, so it was not just the instructor’s way of doing things.

That would be true for someone who is not as scared.

I was wondering how come I was keeping the ailerons neutral while entering the spin.

I did spins today in a Super Decathlon. It turns out that spins speed up after the first couple of turns and it gets a bit physically intense. Its very different to gracefully autorotating. And what about that bit when you put in full opposite rudder and stick forward and nothing happens? You just keep spinning. 😆 A second or two later, the spin starts to slow, but nobody seems to mention that bit where nothing changes for a while. And full power (180 hp engine but only 23” manifold pressure at 6000 ft) stalls? I thought the plane would do some sort of snap flip into a vicious spin but not much happened. I kept the wings level, in a stall, with the rudder for a couple thousand feet. Indicated speeds about 60 kts, and 1500 fpm. Its no humble brag that I still find stalls frightening. Like if I just hold the stick back, everything is still a bit too overwhelming to work out if what I have ended up in is a spin or a spiral. The uncertainty and waiting for a wing to drop (which is a catastrophe and must be avoided at all costs, right?) and what mysterious thing might happen next is what is anxiety-provoking as far as I can tell. Also, before I did this, I spent 2.5 months, going on about 90 rides at Movie World and Dream World so I would be game to do the stuff to make me game to stall. That was a while ago now. On reflection, now I know you can put in down elevator as soon as you put in opposite rudder in a spin, maybe you can do that in stalls. But my instructor said that if you put in forward elevator when you are inverted in the autorotation you might stay inverted. The autorotation stage is a mystery to me. And my instructor literally does not know when the stall ends and the autorotation starts. 🤷‍♂️ I brought that question up here before and no one else seemed to either.

Prone is lying face down. Supine is lying face up. ( Letting you know makes me look like an idiot, but Im okay with that.)

If total cost of ownership is $100 per hour and it takes you 200 hrs 100 x 200 = 20000 spent. Not to mention a lot of TIME.

What did the person who did the rigging say?

I did my first lot of upset and recovery training yesterday. I ***KNEW*** that if your aircraft is inverted, you don't pull back on the stick. And before the manoeuvre, my instructor said, over and over, that if you are inverted, you roll the aircraft level to the nearest horizon. When I was inverted, I still automatically recovered by pulling back on the stick and doing half a loop so I was upright again. So, I still hate stalls. I think it is because of the falling sensation and realising/thinking that it will/could be really bad if a wing drops. Next time I go flying I will do, and recover from, an inverted spin, as a warm up to doing stalls. Then, when I stall, I will let a wing *really* drop, wait a while, and then recover the aircraft. That oughta do it. As a side note I am irritated that one of the FIRST THINGS people are taught that if you pull back on the stick, the aircraft climbs. It usually does, but not when you really need it to. If you are stalled, inverted, spinning, in a spiral dive OR in the area of reverse command, pulling back on the stick does not make you higher or make the trees further away. What you are taught fist sticks most. Instead, people should be taught that the elevator controls angle of attack. This is not an original idea of mine. Bob Tait's books are guilty of the above.

Cirrus fatalities decreased when they got pilots to deploy the parachute sooner. Landing on water, if there is an alternative, is nuts. The survivability is known to be not great.

Someone at Archerfield today said that the aircraft accelerated slowly down the runway and rejected the takeoff too late.

This comment was marked with a caution by… Flightrite 😑

It looks like it was taking off on 28. If it was taking off on 10, there probably would have been buildings in the way. News: " A jet has crashed through a fence and into a paddock after a takeoff failure at a Brisbane airport. The privately-owned training jet crashed after overshooting the runway at Archerfield airport on Friday morning. The two occupants were assessed by paramedics at the scene but have avoided serious injury. Fire crews have attended and were dousing a patch of grass next to the plane with liquid. The Australian Transport Safety Bureau is investigating."

Ouch!

No one said civilisation was about to end (straw man). In your mind's eye, the gradient might change, but the figures have been there for a long time if you want to look them up. 50% of the earth's atmosphere is below 18 000 ft. Thats about 6 km up. 6 km is not very far. I can walk that far. The earth has very little atmosphere. Meanwhile, every day, people use 15 000 000 000 L of oil (? about half of which is burnt) I don't know how come climate change is so slow. (Source for the oil use is Worldometer and a barrel of oil being 158 L and rounding down.) If you burn five or 10 billion litres of oil a day, that's going to do something, IMHO.

That seems too good to be true, but I'm not suggesting that you don't know a *lot* more about it than I do.

The face of a genius

nop

I never did like Jet Star.

Rotax Owners Forum. LAME. ? Bert Flood. Whoever sold it to you.

For *years* I could not get my head around how come lows are associated with hot air and not cold air. The first problem I had was that I associated rain with cold weather. (Now, I suppose that is due to a cold front lifting warmer moist air). The main problem I had was that when you heat a gas, pressure increases, rather than decreases. Like if you heat a balloon, the gas will have a higher pressure and thereby expand the balloon. *Today* I realised that because atmospheric pressure is due to the weight of the air, so the the air becomes less dense, pressure decreases. And, air becomes less dense when you heat it. As an aside, for an air mass to expand, it would still have to have an increase in pressure. Otherwise there will be no way for to do the work of pushing away the air above it. So, maybe lows have a higher pressure gradient between low and high altitudes. Correct me if I am wrong.