APenNameAndThatA

9 hours ago, RFguy said:

yes and no. Others will need to venture opinions here I hope

..... like all things quality of maintenance / mechanics varies. For me its about the quality of the paperwork and the degree of detail in the logbooks,  as much as the physical condition.

The school plane would/should have been by the book, every service bulletin work order written up and ticked off.... An school plane is almost certainly going to have the maintenance closer to 'the book' than a privately maintained aircraft , but again, that doesn't mean it was done well. That is a high hour aircraft, so ya wanna see that high hour things were done. For that, there are plenty of service bulletins for you to familiarize yourself with ... when I bought my J230, I spent a day collating them, and best part of 3/4 of a day on site  verifying that what should have been done had been done, and that the log books and maintenance books  all made sense.  it's a big job. but you learn about the aircraft doing that. 

 

The others are dead right, there is no substitute for opening up the hangar doors and go flying in your own plane unencumbered !

But the flip side is, like right now, I have not had time to do some things to my aircraft that need doing, so instead of flying, I am working on the plane when I can..... and paying insurance, hangarage , and becoming less current sitting on my butt.

 

If I was still flying the club plane, it is there ready to go..... 

 

 

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

8 hours ago, facthunter said:

PenName .. IF the plane is not stalled it won't be autorotating.  A spinning plane will not gain airspeed without it becoming unstalled. either Partially or fully. These basics have to be understood. Spin OR Spiral. You treat the TWO differently. You will not do it right. IF you don't know and the whole exercise is Bl@@dy dangerous. Some planes will fall out of a spin if you just take your hands off the controls. Others will spin happily till they hit the ground.. During the recovery you will probably be in a fairly steep dive and THAT too must be handled correctly.  Nev

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? 

8 hours ago, djpacro said:

Suggest that you try another instructor.

Reading CASA AC 61-16 may assist.

Totally agree with that bit except about the Frise ailerons.

 

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. 

11 hours ago, Student Pilot said:

I don't think there is any need for much more than a couple of spins in training. A lot more should be done on slow flight and slow manoeuvring so you know the aircraft and how to avoid stall/spin.

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

5 hours ago, facthunter said:

You're not really going to know what's happening till you do quite a few more.   The Decathlon probably has Frise ailerons and you can't use out of spin aileron to hasten the spin entry if it does. IF you're scared it's not much fun. It should enter the spin in about 1/2 turn and very nose down. when it settles There's a big difference from some planes to others and you should know what's specific to the type. You are not supposed to be test pilots. In a spin the speed indicated stays a bit above the stall and there's little extra G load while in the spin.  If it's in a spiral the speed will build up and you have to prevent that getting away without  delay, or the plane may become over stressed. Nev

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.  

On 18/11/21 at 12:38 PM, onetrack said:

I'm a little surprised that no-one appears to have thought of a design where the pilot is near-prone, lying on their back, nearly horizontal, but with the head and upper body slightly elevated.

Sort of like reclining in one of those elevated beds that the bedmakers produce. That would be a lot more comfortable than lying prone on your stomach with your head tilted back.

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. 

On 1/12/21 at 10:41 AM, Marty_d said:

...and logic, medical professionals and science in general, according to your posts.  Kind of seeing a pattern here.

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."

On 1/12/21 at 8:50 PM, jackc said:

WHY the selfie 🙂 

Ouch! 

8 hours ago, turboplanner said:

But when you are telling the world civilisation as we know it is about to end you use the same baseline and you show the progression year by year.

 

However, when you set the baseline, report the alarming increase on that baseline, and then just five years later push the baseline backwards by 215 years you are changing the gradient, doctoring the figures; your believability goes out the window.

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. 

On 30/11/2021 at 7:15 AM, Thruster88 said:

Growing food versus fuel is always going to be controversial. On a typical Australian broadacre crop farm the farms diesel requirement could be produced off 4% of the farms area. 1 ton of canola = 400l bio diesel.

 

It is often said that bio diesel and grain ethanol produce more carbon pollution from the inputs than is saved from the renewable products produced, obviously from economics that is simply not the case.

 

At the moment world grain supply and demand is very well balanced as indicated by reasonably high grain prices. Any major increase in bio fuels will result in higher food prices. There is limited ability to increase production as I see it.

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

21 hours ago, Wee wee said:

Hi everyone,

 

Would you put this oil in a rotax 912 uls?

nop

I never did like Jet Star. 

24 minutes ago, Rodr said:

Who can I call in regards to ign problems with a 912uls  ie large rev drop on mag under 3000rpm but all ok on higher revs 

what to look for??

thanks

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. 

There is a Youtube video about why you should never speak to the police. The very short version is that people accidentally “lie” and even if you tell the truth, another credible but mistaken witness might make you look like a liar with something to hide. 

12 minutes ago, Old Koreelah said:

I once came across a mini on fire. Stopped, got out my extinguisher and rushed across to help. The owner shooed me away, saying “let it burn”.

 

Insurance?

Fire extinguishers are expensive.