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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 912 doesn't have an even suck from each carb.. Length is uneven and pulsing is wrong. .Nev
  2. No I didn't say I can overcome airsickness. What I tried to convey was a few ways of minimising it's effects.. When I'm actually doing the flying it's much reduced because you are busy and I've never actually been airsick under those circumstances. I do know that if someone really tried hard I'd lose my lunch eventually but that's not uncommon. The way the plane is flown has a lot to do with it..IF it's very rough for long enough most people will get a bit queasy.. Once it came on about 20 minutes after I'd parked the plane after an extended period of solo aeros. (Just mild to medium nausea
  3. Anxiety may have a bit to do with it. Also if the pilot /student flys badly. Uncoordinated and rough.. Keep cool, open air vents and loosen ties etc Ginger can help a bit and where you look. Have your "Proper" seat belt tight. You don't want engine fumes in the cockpit. either. Nev
  4. Worse than that, the tail horizontal parts may stall..Nev
  5. ALL oil pumps on engine lube systems are close enough to positive displacement. As RPM's increase FLOW will until the pressure release valve limit's it or when at low rpm and high temp. the pressure drops for obvious reasons. ( thin oil and low flow rate). Oil rarely flows evenly through a core of a cooler. It will take the easiest path and that section will be the hottest and other parts may not be getting much use at all if it's not designed properly. (or cleaned ). Nev
  6. Yes you do have to interpret these things. Hail develops in certain types of clouds. Vertically scanning them carefully does that for you. It's part of your training..Hail is usually ahead of the cloud. Often around 25 miles, You also scan the area you are going to fly into prior to take off and IF it's crook you don't take off... Nev
  7. The market eventually decides. I don't know how many were sold. They had butyrate dope and fabric. Made a 2 seater (Colt) some real Pacers and some converted ones.. Part of your choice for trainers in the early fifties. Easy enough to fly. but the Cherokee 140 followed not long after. Nev
  8. Not that I consider them a bad airline,but their AD(vert) says Emerates FLY BETTER.. Appropriate operation of the (Compulsory) weather radar on board would detect that weather and allow safe avoidance.. I believe weather events are becoming more severe in a general sense so training emphasis might change with the situation. Nev
  9. There's limits on which planes can be used for basic training here also. Single seaters are an obvious problem. One off s also getting an endorsement. There are exemptions in many cases and sometimes a PPL can do an endorsement. There just has to be some standard to protect Instructors being pressured and students being exposed to unproven and unsuitable planes There are exemptions where an owner who is also the constructor of a plane can be trained . and also warbirds are covered "somehow". . Nev
  10. Migratory birds fly such long distances that they must operate without visual references at times. It's suggested they sense the earth's magnetic field for reference. Frigate birds and the albatross stay away from land for long periods. Some birds migrate across the Himalaya's Nev
  11. Having a turbo prop engine must take a load off their mind. That type of use wrecks an air cooled piston engine. Limit flying .. No room at all for error..Some types of super were notorious for clagging up and not dumping. Nev
  12. These "races" have been organised for tiger moths for quite a while. I've had friends do them but I don't know how often and when it's happened. It's a performance thing . They don't start all together.. I see VH ULH?? there in the promo. There was a sequence of UL(?) regos I flew ULM in my early flying days, out of Newcastle (RNAC) They are all Gypsy Moths. Upright motors and all wood construction and no wing stagger. Nev
  13. The situation is far from satisfactory but however you do it the right amount of planning has to be done beforehand and you may even have to plan a diversion in flight. Positive vertical separation is pretty sure and has been widely used. That relies on altimetry generally. If you have planned or been assigned a level there is a tolerence on that +/_ 200 feet. Parallel tracks and don't climb or descend on frequently used tracks into and out of airports if possible. Give accurate proximity calls when in the vicinity of airports. Always know what direction you are from that place and respon
  14. Little room for error in many places. Don't think you'd want much wind to complicate things. Nev
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