3 more gone too soon. Near Maffra 16/11/24

[djpacro]

3 hours ago, KING said:

Rule of thumb for a decent approach speed: Stall 35mph * 1.3 = 45.5mph vref + 50% steady state wind value + 50% gust value,

 

So on an example 10G15kn day approach would be 45.5mph + [5kn]5.75mph + [2.5kn]2.9mph = 54.15mph or 47.05kn - so 50kn seems ok on an average day....

You need to redo your calculations using CAS. In the absence of info published for that aircraft I suggest you use my estimated stall speed flaps up of 58 kts CAS. 
 

If you are flying it then do the conversion back to IAS, the number you see on the ASI, for your approach speed. If you are comparing it with GS data then continue to use CAS/TAS.

[facthunter]

Go to a safe height and  fly till its buffeting and NOTE indicated speed and use that as you initial Vs. The actual stall is done full nose heavy and max weight.. That's the WORST case scenario.. Stall speed is a variable and what you add on varies too.. No one lands flying on the ASI.. IF you don't change anything the Plane will keep on doing what it was doing pretty much . You will have ground effect and some wind shear effects. IF it starts to drop out of the sky you should feel it and add power. Unfortunately many just instinctively pull the stick back.   Nev

[aro]

38 minutes ago, facthunter said:

Go to a safe height and  fly till its buffeting and NOTE indicated speed and use that as you initial Vs.

As djpacro pointed out, that gives you IAS which can have significant errors near the stall. If you are calculating margins you need to use CAS not IAS.

[facthunter]

 Errors yes but they don't vary nce they are noted. You have established  a figure that is useful and you can refer to it when you are at lower speeds. They usually read LOWER than actual so take that into your safety margjns calculations. The ONLY ASI you have is the one in your plane. NOT some ASI you'd like from Santa.. Location of the static Ports is often the cause. You can set up an independent stall warning vane which operates on Angle of attack of the wing to go off at about 9 Knots before stall.  Nev

[aro]

3 minutes ago, facthunter said:

 Errors yes but they don't vary nce they are noted.

The error typically varies with airspeed.

E.g. using the calibration chart from a C172 POH, if you calculate 1.3 VS0 based on IAS, you actually only have 1.14 VS0. About 8-10 knots worth of the "extra" airspeed is just reduced error as the AOA reduces.

[facthunter]

I've covered that. Safety is top of my list . Getting a better ASI is great but you can fly safe with some very basic indications. The ASI on a Gypsy moth is a plate on a RH strut which bends back over a scale. Mud wasp's block Pitot tubes quickly in some locations. It pays to be able to fly without any indication of airspeed..  ANGLE of ATTACK indication is the ultimate. It is AoA that causes the STALL after all. NOT an  AIRSPEED. Nev

Edited 5 hours ago by facthunter

[Moneybox]

The Harmony I fly in training has no stall warning but my Sportstar has a factory fitted stall warning. I'm looking forward to seeing how effective it is. My instructor has picked me up a few times on failing to keep sufficient speed when concentrating on other aspects of landing the plane. I'm male so not the best at multitasking, I need al the help I can get.