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aro

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About aro

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  • Aircraft
    C172
  • Location
    Melbourne
  • Country
    Australia

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  1. I think that number is for jets. For other aircraft the number is usually 100 fpm I believe.
  2. Yes, but "level flight" requires AOA changes as the power changes. So yes, the speed changes if you change the AOA to maintain level flight as the power changes. You are talking the practical technique rather than aerodynamics, and you are correct UNLESS you actually want to argue whether AOA or power controls the speed.
  3. You might disagree, but physics says you can't fly at a different speed at constant G without changing AOA. "Stick forces" are an indication of changing AOA. At cruise it might only be fractions of a degree and too small to call a pitch change, but the AOA is changing. Power is only a measure of energy input. If the AOA stays the same, power causes you to climb. If you change the AOA i.e. with nose down stick force to prevent the climb, speed increases.
  4. That's technique (how you do it) rather than a description of the effect. The increase in stick forces as you are accelerating is the adjustment to the angle of attack to increase speed rather than climb. When you trim doesn't change what is actually happening.
  5. The carburettor creates the temperature drop. The drop in pressure across a closed throttle plus the evaporation of the fuel significantly drops the temperature of the air downstream of the carb - by as much as 10, 20 maybe even 30C. So downstream of the carb you have water condensing out of the air, and possibly surface temperatures below freezing. So all you need is moisture in the air (humidity, not visible moisture) - the carb does the rest. https://www.casa.gov.au/sites/default/files/2022-10/carburettor-icing-probability-chart.pdf
  6. Speed is always controlled by angle of attack (at constant G). Power does not appear in the lift equation. But sometimes e.g. on a precision glide path it is easier to change power first, and then change the AOA gradually to change the speed. This avoids significant changes in flight path. The problem, and what makes this more difficult, is that changing speed also changes drag and therefor power required. So you might need more power adjustments as the speed changes. If you don't have to follow a precision glide path it is easier to set the speed first and then adjust the power. If the speed is not fluctuating, the power required to overcome drag stays the same so you don't end up chasing it. This is more pronounced at slower i.e. landing speeds. In cruise, you set the power and then adjust the trim i.e. angle of attack to give a speed where you are not climbing or descending.
  7. There's pretty much always moisture in the air in Australia. That's what appears on the outside of a cold drink. If it gets very cold the amount of moisture in the air is significantly reduced.
  8. No. I wouldn't discourage people from insuring and I applaud your intentions, but that's not what insurance is there for. Public liability insurance is there to protect YOUR assets. The insurance company takes over defending the case. If at all possible, they will pay zero to the injured party. If a payment seems inevitable, they will work to pay them the minimum possible amount. When you took out the policy, you entered a contract to help them pay as little as possible to anyone injured. It doesn't matter who they are or how badly they are injured, you must work with the insurance company to minimize their payout. If they can't show that you were negligent, they get nothing, no matter what they actually need. This isn't a very fair system - many people need help and don't get it, and much of the money is absorbed by insurance companies and lawyers. That's why we have a different system for car crashes - they are common enough that the system couldn't cope with the cases to try to prove negligence, and the majority of people who need help would miss out. So we have a no-fault system where you are automatically covered and you don't have to prove someone (with assets) was negligent.
  9. It's not exactly news that cars and trucks can be used for terrorist attacks. People have been doing it literally as long as I can remember. Wait till you find out about fiction books. 600+ pages on the details of planning new and inventive attacks...
  10. Wasn't that the thinking behind the Tomahawk? Flying schools said we want a trainer we can teach spins in, so Piper built one. Then the schools said "Oh! If you stall it it can spin, we don't like that" and didn't buy it.
  11. The problem with the ASIC is that they couldn't actually deny one to a suspected terrorist without tipping them off that they were being monitored. That would provide a tool they could use to work out which of their members was under suspicion. So more than likely an ASIC would be approved anyway for someone known to be plotting something. A security check where you voluntarily apply and get told the result is fatally compromised for any situation involving secret intelligence. Far more useful are security checks that you don't know are being done and won't find out the results (and I'm sure they occur).
  12. They don't, and you can't just fly them to another country like you could with a normal aircraft. Same applies to the USA AFAIK, the design standards quoted above do not apply to experimental category aircraft.
  13. No-one is talking about RAA getting IFR. IFR and CTA are totally different things.
  14. No-one's saying you don't need training. But you have the same deal with GA pilots flying out of controlled airports into a CTAF. Weird radio calls, no idea how to join a circuit, flying a straight in approach because that is what they would be given by ATC from that position never mind the traffic, downwind landing because there's no ATIS and the wind didn't match the forecast... all sorts of things. The idea that GA pilots fly to a higher standard is just nonsense, based on my observations. GA pilots can be just as rubbish as RAA.
  15. Austers into Mascot and DC4s are a long time ago. I did my PPL at Essendon so I know a little bit. When was the last time you flew VFR in Class C?
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