facthunter

Of course CTA has been discussed for quite a while but the way RAAus was "treating it" it had the two together for some reason or other that was their way of doing it a few years ago. Just after the TALK of the NEW GA. BS. Group "G" is the latest version of a weight increase isn't it?. It's been a long time coming. WE were supposed to be there before McCormick took over and set us back more than a decade. Nev

Both those conditions at the same time would qualify as a 'what IF". Long U/C equals easily wheelbarrowed and hard to keep on ground with gusts. This is where a tailwheel is more adaptable for the serious operator invariable conditions. Anyone flying a glider knows how good/necessary spoilers are. Nev

I think you will find that the RAAus linked the 2 together in the records . The Logic in that evades me.. I think many here hugely underestimate the difficulties with using CTA. I'd be targeting better transitioning of zones first as it's suites the majority more.. There is already a path for those who want CTA and watering that down will be somewhat difficult as we have to be aligned with the rest of the world as a signatory to ICAO. Nev

Safe and cheap to own. The weight limit is supposed to be part of reducing the energy of a crash. Nev

It is said Spin resistant planes are hard to recover from spins. I haven't worked that one through yet. Nev

I would say that's right. Not enough back stick available. Makes them harder to get the 3 point landing right. High wing is also pendulous. Nev

I can't see why not. Older planes had no trouble spinning and spiralling and slipping as well if they had little Keel surface. Your light draggy plane may well have a spin you could survive as it's Rate of Descent RoD will be a lot less but your seat design might injure you badly if it's lacking ability to absorb energy. Nev

To help you go to the other Mob? Would that be a likely situation? With competition each side does it's best for it's own self interest.. Nev

IF you're into that you can sort out the ones on line YOU are interested in. Old people have no time to waste. Nev

Stabilised spin pitch attitude. Not angle of attack. You can just look at some designs and Know they will be bad in the spinning state. Small rudder often shielded made worse by fin and rudder sweepback and short rear moment arm. When I started ALL pilots did spins in spinnable planes. Now most people just speculate what it is and how it's managed best. One thing is for sure. At a normal circuit height, No spin will be recoverable so best Don't get into one in those circumstances. Nev

I'm inclined to think that something was amiss with the aeroplane, itself . Nev

IF it's allowed it would be certified or tested. There's more than the size of the rudder that matters. There was a lot of contention about DHC-1 Chipmunks spin recovery predictability and I was NEVER fully sure of how it would recover so allowed plenty of extra height like other s did. Nev

It possibly IS a Cessna. Maybe there was only ONE in it. . Pretty heavy contact. Nev

VALSAN made a twin engined version, briefly. I've had a shock stall visible on the top of the wing. Very possible to get a high sink rate, (lots of drag). A plane for experienced pilots and proper training. Excellent systems redundancy. The middle engine is less efficient than the other 2 because of the "S" duct. Sorry this one SAT too. Nev

Leo says hello. Nev

NO disagreement with anything there.. Nev

Lot of wing washout and good flaps.. Nev

The ones coming and going are the biggest % of apron movements. Was the plane under it's own power? Nev

Was it being towed? That is not very common. Mostly it's just push back to a position clear of the finger and disconnect the tug. Nev

If you know what you are looking for, you can do a pretty good check pulling it through by hand and you can do that easily before the first flight of the day. How much the engine Breathes out the breather is important also and you can hear the valves leaking if you listen in the exhaust or intake with the throttle fixed wide open. If your engine shakes or has a different beat. Investigate that. IF it "fixes itself" it's still suspect because they usually don't. Nev.

Do you mean the UTE ? It was parked wasn't it. Anyhow I think there's clearance lines marked out and I wouldn't think you'd leave a vehicle inside them . The plane should be keeping an eye out also .. Expensive and shouldn't happen. Nev

There's an old saying... Keep your prop as long as possible for as long as possible. Nev

Chapter 11 allows you to trade out of an otherwise "Bankruptcy" situation. I think it has something going for it as the "lesser of two evils" . Nev

NOT all shrouded and cowled like in the car/van. Nev

If you pressurise a cylinder on TDC make sure it doesn't move from TDC or the prop will whack someone.. ???? Another delayed post Skip, flow rate is what you are trying to get and diameter length of the hole and it's finish all play a part in that . Nev