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About FlyBoy1960

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    Well-known member
  • Birthday 22/04/1960


  • Aircraft
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    The Lakes
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  1. The info came from the certified Virus SW model from Pipistrel
  2. okay, I have managed to get more information and this is a screenshot from the manual of an aircraft showing the difference between the glide performance when the propeller is completely stopped and the engine/propeller is at idle. The top row which is blue is the aircraft performance with the propeller and engine at idle. The bottom row is the engine and propeller stationery. As you can see the glide performance is massively better with the engine running until you get to about 70 kn where the running engine will start to deteriorate the performance due
  3. Maybe you don't really know as much as you think you do ? But its not meant as an insult, just experience with a very small aircraft segment perhaps ? The aircraft is was referencing cruises at 147 knots, stalls at 34 knots. My recollection from the guy at the airport was supported as I said in previous correspondence by a follow-up phone call last week to refreshment I memory after the original post. Anyway, I digress. This is not a pissing competition it was just an explanation about why very experienced pilots who should be able to make it back to th
  4. Hello John, This is EXACTLY what i was saying. If you practice with engine at idle its going to give you BETTER performance than with prop stopped, forget all the drag of a rotating propeller crap, that's just from people who don't understand simple physics. So, when the engine does actually stop you will get WORSE performance than with everything you practiced previously. Thank you for validating what i wrote, which i simply parrot replied here from a really experienced guy at the airfield.
  5. I want to see him do it with the can full !
  6. this is where we are getting confused I think we are not talking DRAG we are talking sink rate. An aircraft with a propeller turning at idle will create more drag than a stopped propeller but the sink rate of the engine at idle will be less. My comments were about a stall spin occurrence and it is much more likely to happen with the engine stopped completely than it is with the engine at idle and possibly producing around 15 hp. From what I am told it is impossible to windmill a propeller attached to a Rotax engine because of the gearbox, it may roll over
  7. okay naysayers, I checked my sources with a quick phone call last night and can give you real figures regarding flying with the engine at idle flying with the engine stopped The Pipistrel Sinus airframe with the engine stopped and the propeller unfeathered has a sink rate of around 210 ft/m, with the propeller feathered 187 ft/m The Pipistrel Sinus airframe with the engine at idle has a sink rate of 90 ft/m and of course this is why the aircraft must use both flaps and airbrakes for a normal landing with the engine at idle otherwise it sits in ground effect for more tha
  8. I was speaking about this with a professional pilot at our airfield and he explained, and it all made sense to me. There is a huge difference in aircraft performance between a simulated engine failure with the engine at idle and the propeller still turning and the engine stopped and the propeller stopped. "just as an example" At idle any 80/100 hp engine is still producing maybe 15 hp and producing some thrust. This depending on your aircraft may give you a sink rate, of let's say 300 ft/m. The same aircraft with the engine completely
  9. You mean 180 degrees turn back, 360 and he would be still heading the same direction as he left and that wont help.
  10. I saw this in an aircraft at Oshkosh a long time ago. Apparently according to the Rotax people they had the engine all of the way through certification and it was going to be approved for many different types of aircraft including many four seat aircraft. Once it became known to the legal teams in Rotax HQ which I think from memory they said was bombardier in Canada the engine was immediately canned. Their concern was liability. Apparently they can handle accidents happening in two seat recreational aircraft but with this bigger engine it could be fitted into four seat certified ai
  11. Only works on a good day otherwise you need to be on an IFR flight plan. Any cloud will ruin your plans, it is usually clear at Armidale and the cloud bank is not visible until you are about 50 miles from the coast and you just keep going lower and lower and lower to get underneath it until you are tree bashing. On a perfect day with clear blue sky it is a good option but 9 days out of 10 it is not the safest way of crossing the range. Ideally you want to be in lower locations like the Newcastle where you can come down very quickly from Mudgee and across all going up to Warwick where you ca
  12. For the absolute best safety I would transit via Warwick, over the great divide to Boonah and then down into the Lismore Valley. Anywhere north near Armidale all the way through to just south of Warwick is very high country and you need to cross over a lot of tiger country with very few landing opportunities to get to the coast. This would be my recommendation for an inland route, for a more scenic flight coastal go Cowra to Mudgee, Mudgee through to the north of Newcastle, probably through the valley at Gloucester and then up the coast to Byron. You will ha
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