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About facthunter


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    non pilot
  • Location
    New Gisborne
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  1. When you are crabbing as with x country with a lot if drift, or during an approach to land you are flying in a moving airmass and THAT is all your aeroplane knows. It's when you wish to exit (or enter) that airmass that things happen. Touching down or lifting off. You will be tracking where your wheels are not pointing unless you are on one wheel or have just done a quick decrab (landing) Not that effective on a low wingload/inertia plane. Nev
  2. Your ability will vary also IF you've had a long day or it's 3 am you aren't going to be at your best. ADRENALIN does help (I know). Nev
  3. I started flying with a love of engines but it gradually changed to the people end of the equation, training and flight management (energy and Newtonian physics and aerodynamics.) Play with your engines but read the signs ."If it's shaking and popping, you'll soon be dropping". ALL engines CAN fail. A prop blade may fly off and the engine tear out of the mounts. The biggest cause of engine failure is NO FUEL Left.. That affects the best and the worst of engines. In all situations where the engine is critical have a pre thought plan of action. Before there I stop. After that it's diffe
  4. RF yes pin it on by nose down. There's a lot more to this. IF you brake fairly hard it will go on it's nose as you slow up when there's little air over the tail feathers. Older "SPEED" planes (30's) had small rudders and you had to get the steering from the well functioning tailwheel by holding the stick right back after a 3 point landing Nev
  5. Yes I agree the depiction is fairly generic. Funny I was only discussing this with a friend of mine 2 days ago at his home where he's had that picture on the wall for ages, and his knowledge in detail of that stuff is very extensive. The coastline is very accurate, (I've been there) and the engine is probably intended to be a 3 cyl Anzani which is not correct. It's a great work of art, in my view worth having on any wall. Nev
  6. There's magnificent poster painted as an advert for a big airshow at Nice,( Southern France) of one of these planes flying as if you are sitting offset behind and above, the pilot. and the Coast and Mediterranean Sea below, on the right. I hope someone can find a source of good copies. Nev
  7. Dark oil is usually rich mixture. Some deposits may contain dust. Do you check blowby indications as distinct from just comp figures? Any loose carbon deposit may incandesce and cause pre ignition. Nev
  8. It's usual for the wind's freestream velocity to drop off a bit near the surface and you get continuous feedback by your drift and slip applied on final as to whether it's dodgy or not and you are maintaining the extended runway centreline on approach. Your ground speed and drift angle will enable you to determine XW component. You can have a good memory formula if you work it out for your plane if you prefer to do things that way. A highwing allows lots of into wind down positioning but eventually the rudder will probably be limiting and the FUNdamental orifice's pucker factor. On very
  9. MAX demonstrated X wind is usually when the plane is certified initially and if it's high enough generally is not revisited by the manufacturer. These figures are only an indication of what a competent pilot might safely achieve. It will always say (in the handbook (if it's any good) THIS FIGURE may be further REDUCED for water on the runway and wind gusts etc IE conditions existing that reduce your chances of doing it safely and they also include pilot ability. There 2 (TWO) limitations to consider. The Planes, and YOURS. Nev
  10. DONE properly I believe it can be safer, but we are years behind where we could have been. Education beats legislation, ticking boxes and penalties. Oz could have emulated the US example, but we don't know what we don't know.. Nev
  11. From observation now over many years I reckon it's easier to make people into pilots that teach them aero mechanics skills . Many pilots have no feel whatsoever for brakes and engines or airframe loads either.. I have no idea where you would start to teach a wide ranging group "Practical Skills' that assessed accurately how they'd perform to a required Assessable level and I have taught Tech subjects in High Schools in a past life . They had self selected moreso for the senior years so that goes a long way to getting a more solid result from such a base. Building a plane?? Surely ma
  12. Conventional designs do conventional things. Yes it would be broadly across all in principle.. Pitch control is the one you cannot do without. It's the one where there should be redundancy in the design.. IF the trim is a spring or rubber strip it's not got redundancy. You need a trim tab or moving stabiliser for that. An Airbus that was severely damaged in Iraq, used the low thrust line of the engines for pitch control when they had no other means. Nev
  13. Nose heavy and you up the stall speed and if you get slow may not be able to fully flare. You will land fast(er). I'd rather do that than leave power on to assist elevator effectiveness. You run out of trim at both ends of the speed envelope on a 230, but not control. Some planes have a lot of pitch trim change with speed change. IF you ever have any doubts about the loading of a plane and you have gotten into the air, Go upstairs (safe height) and set it up for landing and see how it behaves . and adjust your landing technique if there's a problem. IF the plane's very tail heavy the tailplan
  14. I think all motorcyclists perform better with a bit of serious off road experience and be able to let the bike hang loose a bit. A slide isn't the end of the world generally unless the bike is a real lead sled.. . Co ordination is still part of it. Regarding the mooney figures above the plane I practiced quick "course reversals" on most was the drifter You don't load the airframe up and it's surprising what can be done with it. It's very draggy so you have to do it quickly and shove the nose down a long way. I've only flown the SB 582..Nev
  15. That's to stop the FX (holden) ground looping in the rain. The further aft the more weight is a problem but the "couple" is F x distance. The flattening spin is the adverse effect of weight near the tail. Could interfere with spin recovery. That's test pilot stuff. Nev
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