APenNameAndThatA

I think it is a great idea. There is only going to be clutter where it would be better to use a VNC. Furthermore, around Alice Springs, there are areas of layer cake that are not on a VTC or VNC. Next, they need to add the boundaries for Class G and Class E frequencies.

The positive number needs to be higher. When you are flying along, you are at 1G, not zero G. Most GA manoeuvres, like turning, add positive G's rather than result in negative G's. Aerobatic planes have more even positive and negative G's.

Well, I’m happy to be corrected. From time to time I post about mistakes that I’ve made. My view is that if a propeller hub is functioning correctly, the friction will be such that there will be no movement between the propeller and the hub and therefore no heat generated. Quick google search… “There are two main types of friction: static and kinetic, according to the journal The Physics Teacher (opens in new tab). Static friction operates between two surfaces that aren't moving relative to each other, while kinetic friction acts between objects in motion.” So, what I’m saying is that with properly designed and functioning prop hubs there is static friction, and certainly not enough kinetic friction to heat up the whole hub. To loop back to what turbo said, if a prop hub is correctly designed and functioning, it will be clamped sufficiently that there is static friction and not kinetic friction.

Turbulence is caused by variation in air velocity, not variation in air density. It might be that that misunderstanding would be decreased if people stopped talking about air pockets. If aircraft sank when they flew into less dense air, then they would sink when they flew into thermals of rising air. Air in thermals is hotter and therefore less dense than surrounding air.

That is an abnormal situation. I’ll take your word for the blackness occurring because of heat, but I would have thought that any blackness would have occurred because of mechanical wear, not due to heat. The idea that two pieces of metal could be fixed to each other and move about enough against each other to cause heating just amazes me. I have never heard of such a thing.

I am far from an expert, but I would start by asking the manufacturer. It might be that they approve bigger wheels. It might also be that they tested with bigger wheels and can tell you what happened.

But does that heat up the hub?

In the past, you have said that your theories were better than Einsteins because your theories could be tested. This is a new high. Congratulations.

That’s actually a good question. Probably the aircraft with the best instructor, or the aircraft that will best fit your mission. Time in type is good to build up.

That sounds ludicrous, but it you can provide a reference of some sort I’ll stand corrected.

That was the problem. The specification was written on top of the bolt but it wasn’t true. Sure, 8.8 and 8 bolts are different, but they’re not that different. And nobody is going to break a high tensile bolt by over torquing it attaching their propeller.

The latest message from RA-Aus contained this gem. "This weekend I was supposed to fly out to William Creek. Something I have been so looking forward to for months. My plane is literally packed, fuelled and ready to go. I’ve been watching the weather for a week or two, watching trends, looking at the entire route, effect of weather on diversion airports etc. On Wednesday I made the call to not go because the weather in Canberra was going to be marginal for my departure on Thursday morning and there are also very strong winds forecast for my departure from William Creek on Sunday. When looking at the trip in a systematic way, consulting aviator friends and colleagues, identifying threats, and weighing up risk vs reward, I’m comfortable that this is the right decision for me." The problems here, that I can identify are as follows. a) There was no reference to written personal minimums. Personal minimums are written in knots, feet, metres, minutes and octas. "Marginal" and "very strong" are not proper ways of making go/no-go decisions. b) He should have checked the weather on Thursday morning, not on Wednesday day. c) About weighing up risk and reward, my understanding is that the when the RFDS decide if they can make a flight or not, the pilots are not told if the trip is an emergency or routine. They have a deliberate policy of not considering risk and reward. To be fair, I have different minimums for flying alone and with my family. Then, there was this gem. The U.S. Federal Aviation Administration (FAA) defines aeronautical decision making (ADM) as “a systematic approach to the mental process used by aircraft pilots to consistently determine the best course of action in response to a given set of circumstances” (FAA Advisory Circular 60-22). I ask you all to apply a systematic approach to decision making, to weigh up risks and take the time you need to make good decisions so you do come home to your family and friends. There is a wealth of information on Aviation Decision Making including the abovementioned Advisory Circular and this article provided through SKYbrary.aero by the Flight Safety Foundation. The link was to here https://skybrary.aero/articles/decision-making-training-oghfa-bn. The article guilty of my pet hate: not being concrete and specific AND not so abstract that it gives some overall insight. Instead, it provides a middling level of abstraction, talking about things, rather than actually saying what they are. Then, there was this, also a gem. When I started in this role back in January 2021, it was midway through COVID-19 and La Nina hadn’t yet arrived on the East Coast. The result being that from September 2020 until May 2022 there were no fatal accidents – a record we were very proud of. We’ve now had four accidents where four RAAus members have lost their lives since May. There is no recognition of random variation and regression to the mean. If COVID and La Nina were so obviously the cause of these things, then it would have been possible to predict that there would not have been fatalities during lockdown and that there there would be a spike after May. Nobody made the prediction, for obvious reasons. Sheesh. Lastly, "preempt" doe not mean what he said it does. To be fair, this is the new usage.

That sounds problematic. I can't imagine an insurance company signing up to insure people they have never heard of for God know what. Probs best if you organise your own insurance and pass the cost on to the entrants. Disclaimer: I have no experience of this.

Which one did you read?

I suspect Walrus and Onetrack are both right.

The tail wheel pilots’ superior skill fails to compensate for their poor choice of aircraft, and they crash more than tricycle pilots on taking off and landing. That’s no joke.

I was mostly joking.

I have done a few hours aerobatics.

The back and forth might be hiding an important question, IMHO. If you have an engine failure on takeoff or accidentally find yourself stalling turning final, do you a) adopt a glide attitude or b) quickly get the nose at least 10 degrees below the horizon? I favour the latter, big time, but Ive got a massive 212 hrs.

The Sydney Opera House and F111 both were over budget and disliked at the time, but they worked out okay. But, it would be reassuring to buy stuff off the rack, as it were.

Okay, we’ve put the issue of lag to one side. It is true that stalling is determined by AOA. But it is obviously incorrect to say that airspeed has *nothing* to do with stalling. That’s how come aircraft have a published stall speed. Yes, you can stall at any speed (unless the plane breaks first) but Im pretty sure you’d agree that the lower the airspeed the more likely a stall?. I was obviously addressing the issue of AOA by referring to the sight picture, the pitch of the aircraft. Anyway, is there anything that I’ve said that is incorrect?

With GPS, Im not sure how you’d run an air race these days. Back in the old days, you were supposed to limit throttle and people were supposed to check fuel usage.

I believe in global warming, but attributing extreme events to it is nonsense. For example, the Brisbane flood of 1893 was way bigger than the 1974 floods. If Cyclone Tracey and the Bris 1974 floods happened today, they would be taken as PROOF of global warming.

Through their religious faith, pious sea monks have opened new shipping lanes in the Arctic. ✝️

Yes.