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APenNameAndThatA

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APenNameAndThatA last won the day on July 31 2018

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About APenNameAndThatA

  • Rank
    Well-known member
  • Birthday 17/04/1970

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  • Aircraft
    Aeroprakt A22LS Foxbat
  • Location
    Brisbane
  • Country
    Australia

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  1. Good point. The wing with the higher AoA slows down with adverse yaw. I fly a foxbat, which has both flaperons and adverse yaw.
  2. How do you mean "rudder lead"? Do you mean that to start a turn, you use rudder a moment before you start using aileron?
  3. TBH, if I was the instructor, being kept circling for an hour during my medical emergency would have seemed a bit unfair.
  4. I was talking about when the rudder is added when the wings are not level to begin with.
  5. I don't get it. If you are in a coordinated turn and you stall, you unstall by releasing the back pressure. What has that got to do with keeping the wings level when you are flying straight ahead and stall. I'm not saying that keeping the wings level with the rudder isn't dangerous, I just don't know why from this.
  6. Thank you for your reply! Ain’t no doubt about it, the FAA says to lower the nose first, and to later on level the wings with coordinated ailerons and rudder! What is is that makes keeping the wings level with the rudder (in a stall) dangerous?
  7. To answer your question, stalls scare the s--- out of me. I am worried that if I had to correct one in real life that I would freeze - which means that it is a bit tricky practicing them on my own! I am perfectly aware that they are safe. I might try correcting them by easing the control column forward without worrying about using the rudder to keep the wings level. That might stop me worrying that if I don't keep the wings level I will spin. And die. Frozen.
  8. I read about the Fly Better books by Noel Kruse on these forums, but want to amplify how good they are. Because they come as a (free) down loadable PDF, they are easy to put on an iPhone and listen to with NaturalReader Pro or similar. I have half way through the first of four books. Just by listening to the book, I have been able to picture in my mind just how Dutch roll works - something that I had given up ever understanding or picturing in my mind's eye. And if you plot the rectangular area from a point on the speed-drag curve, you have described the power required. Obvious, now it is mentioned. And if you have wind blowing over a church spire, you can view the situation as the church spire moving through the body of air. Obvious, too, but when I first thought of it, it did my head in. That means that next time I am sideslipping to the left, coming in to land, I can view myself as moving to the left through the air mass to catch up to the runway which is also moving through the air mass to the left. (But, TBH, this way of thinking about things does lose its utility when gusts come into play. Or does it? If the wind suddenly stopped, that would be, from my point of view, a gust from the right and the runway suddenly stopping moving. The problem is, why would the runway stop moving just because there was a gust from the right. The answer might be that, from the reference point of the wind, my aircraft was suddenly jerked to the right, for no reason.) In spite of the above, I think that he will very much emphasise *practicable* flying. I just havn't got far enough into the books.
  9. He seems to land almost on all three wheels, much faster than a full stall. And therefore not protect his nose wheel at all. (Disclaimer: I have 40 hrs total time.)
  10. Wouldn’t a milling machine be a better idea? Been around for decades and don’t make things out of the crappest plastic known to humankind?
  11. That is exactly what happened. The government deliberately restricted the number of medical students in Australia to reduce costs. When that blew up, we imported a huge number of international doctors.
  12. Spoiler alert. It crashed and burnt.
  13. Denied insurance means no premiums at all. Who would provide cover for that?
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