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About facthunter

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  • Birthday 04/01/1940


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    non pilot
  • Location
    New Gisborne
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  1. The idea has been around for ages. You could have a weighbridge in a part of the taxiway. or adjourning bay An accelerometer to measure how you are actually accelerating along the runway would be helpful also and easier to design. It doesn't stop you using a runway that's too short for you by mistake either. Rearward C of G will probably go unnoticed until you get slow enough for the tailplane to stall with stick forward . That's where you will naturally put it to stop the tail dropping and probably ending your days.. The mainplanes will stall as a result and you can't recover unless
  2. Yes lessons learned. Not enough speed is FALL. A bit too much is WAIT. . Errr on the safe side. You are going OK NEVER stop learning. Nev
  3. With U/L flying, the risk factor is very much in YOUR hands. The "when your times up, it's up" would require a massive amount of organising and devising considering Laws of Physics apply universally.. Surely Dog has more important things to do in this really BIG universe. WE inhabit a very small blue speck of dust in an obscure solar system in an arm of the milky way our galaxy which itself looks like a speck of stardust like all other galaxies do in the sky, if you are far enough away. Nev
  4. I'd only use the power if it's gusty or to make the rudder more effective. Long flairs and floating are not always helpful in cross wind conditions. Nev.
  5. I can't see why that would happen in the ordinary course of events . Exhaust restriction due loose baffles is not uncommon. Loss of power and overheating is the usual result. You can STOP an engine by blocking the exhaust, so it can be an extreme situation.. The bad burning may be a result of CO2 contamination due to it not being expelled. You can get soot from the exhaust due any misfiring. Nev
  6. You are doing much the same when you lower the wing in a crosswind landing. In the extreme situation (limiting) You will use all the rudder . Especially with a highwing where you have a lot of bank angle available. Nev
  7. You only have to worry about airframe loads IF the speed gets up. If it gets too slow your problem is loss of control. . The highest ROD and particularly steepest approach angle are with slower speeds where you must do it far more precisely and there is less margin for error.. Do this at height but perhaps some unusual attitude recoveries (in a suitable plane, FIRST done dual with experienced aero's pilot who is not interested in scaring you or making you airsick.) Nev..
  8. A sideslip is not flown at 1.5 Vs You probably are only achieving various awkward skidding manoeuvers unless you have the speed managed very closely, and it's NOT fast. Bank the plane positively and then stop the noose falling with rudder. What you read on the airspeed may vary with direction you are slipping to and aircraft. You can do slipping turns in either direction and vary the turn rate (and vary track over the ground) WHEN you have mastered it and in practice (current) . Sideslipping well is not easy. I could count on one hand people I've seen do it well. It's an awkward thin
  9. Whether you can safely complete the trip.. Could easily be you have a heavier plane than you thought which will gradually correct the figures as you burn fuel. I got called away Fits with OME's 3 hours difference to this one This is at least a day old. but still valid. Perhaps you would expand on EFFECT of the risk element and how you justify not continuing. just because there is "some" fault. Aeroplanes operate frequently with faults and have permissible unserviceability lists or minimum equipment lists used at the PIC's discretion. depending on the circumstances prevailing. Nev
  10. 'Cause they're funny, and only for devotees. Nev
  11. Whether you can safely complete the trip.. Could easily be you have a heavier plane than you thought which will gradually correct the figures as you burn fuel. I got called away at the time Fits with OME's 3 hours difference to this one. Nev
  12. Depends on where you operate from. Yes a lot of people play around with trying to match props with nothing but frustration. often ending up with the original prop supplied by the maker back on. . I believe under 120 knots cruise I'd stay with fixed pitch and get a good cruise prop and put up with the relatively small degradation of climb performance... or even increase climb speed if not over trees just after take off which is bad news anyhow. Nev
  13. It's not a big enough error to affect the flight unless your planning was very tight. 10% Flight fuel is common in fast planes as a reserve. Could just be insects guts on the prop or tacho error or such. Do your usual monitoring and continue. Nev
  14. Yes the article is quite reasonable. It concentrates on getting the max horsepower from the engine by the prop making the engines revs available. (like lower gears in a gearbox). One point should be made in all of this is even a CS prop blade is a compromise as it's blades twist cannot suit a wide range of RPMS efficiently, wheras a properly "tailored" fixed pitch for a particular speed. CAN IF this is done for your cruise speed it will out perform any CS at that speed as well as being lighter and cheaper and more reliable.. Nev
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