Jase T

Now I will have to look. I have a photo from my time on Bougainville with the ALT reading 10 000 feet and the RADALT reading 50 feet! Want to learn how to fly in high DA PNG is your place!!

Climbed it several times. Fly over it often, its a fairly easy climb, still a fair bit there as well. Heres a did you know about that aircraft.. My father dispatched it. Has a few stories to tell about the crew and the mission. Did you know the difference between where the crash sight is and their intended flight path was exactly the magnetic variation at the time? Dad crewed on Lincolns as well as being a maintainer and safety equipment worker, loved them. Wish i could hear one at take off power. Have attached a copy of a photo I took a few months ago. Wreckage is in the area circled.

Have a full and current set not all the "pencil in" notams have been done though... Love htem, but I ma the sort of guy that loves to look at maps anyway. I am even reasonable good at folding them for use in flight.

Have a full and current set not all the "pencil in" notams have been done though... Love htem, but I ma the sort of guy that loves to look at maps anyway. I am even reasonable good at folding them for use in flight.

Did you know there are 15 maps of Texas stamped into various parts of the Bell UH-1H.

http://services.casa.gov.au/airworth/airwd/ADfiles/UNDER/JABIRU/PADJABIRU-003.pdf?utm_source=Swift Digital&utm_medium=Email&utm_campaign=Airworthiness Directives

the engines have to be started every 7 days or 'pickeled properly' no other choice. I

Alic also has this awesome restricted area just to the south west of the airfield....... I remember when it was the only P area in the country... Now its just an R but a very very serious R

Pssst that first thing that looks like a blade that can turn to line up with the relative airflow.... That is an AOA sensor....

I have been using Rod as a goto guy to explain stuff for a while now. This is the best explanation out there on how it all works in my opinion. I think it is clear from this that most surfaces produce lift as their primary purpose the drag is a byproduct.

Love Flywire he has some great videos... I am a bit of a luddite and prefer old fashioned gauges because thats what I am used to. I never had to work out what mode the ball AH was in or what menu page the HSI was on. I have even flown in IMC at night single pilot in a helicopter with only a an ADF for navigation. I prefer needles on an RMI for SA in relation to a VOR. That said there is much to be said for the SA enhancements afforded by modern equipment but in a VFR see and be seen world there is also a lot to be said for setting an attitude using the huge AI out the front.

I assume you use the word 'lift' in your original question to mean a force in the upward (in relation to gravity) direction? Because in reality they work with the fixed part (or they change their AOA for a flying tailplane / fin) to make a variable aerodynamic surface and the production of lift in one direction or the other is what they do, and what they are designed to do. In a lot of ways the direction of lateral lift depends on your CofG.. Whilst the tail plane should (I hope) be producing 'lift' in a downward direction normally (god help you if it isn't and you stall) there may be times when a large nose down movement is required and the stab is producing lift in an upward direction. Dont forget you need to include this downward lift in the total upward lift the aircraft is required to produce... Yes they produce drag (you get nothing for nothing) the production of lift always creates drag, but I believe they are designed to create lift in one direction or the other to change the attitude of the aircraft in the way you want them to. Then there are the effects if there is a disturbance away from straight and level... The stab/elevators and the fin / rudder dont care what direction they are pointed they will produce lift relative to the angle between their chord line and the relative airflow....

Every ½ hour on the ½ hour!

Its all fun and games until someone releases an AD.......

Am I the only one who still does flight planning like this??

Neither. If the wind is measured at 10 knots then the same number of molecules are hitting the sale area per sq meter with the same force. 10 knots is 10 knots using anemometer. So it’s going to come down to the captains ability.

Just out of curiosity, how many of you fly glide (throttle at idle) approaches when you land? Do you pull power to idle abeam the touch down point? On base? Or do you fly a powered approach (by that I mean relying on power until the flare) every time? Yes I realise some types with higher wing loading won't do it and will need power.

Many years ago I had the opportunity to play crash test dummy for a system that projected a laser line on the cockpit that matched the horizon. It was intended to give you peripheral cues and help your eyes convince the rest of your brain which way you were tilted. To answer the first question.. No it didn't work well during the day. To answer the second question.. yes I wore laser goggles.. To answer the third question... It didn't work... it made bugger all difference.

No one learned to fly alone, No one passed a test by themselves.. Make friends, accept advice, ASK QUESTIONS, shut up and listen, Be a knowledge sponge, its not below you to clean or push around aircraft and sweep hanger floors.. filter out the BS... Ask your instructor, enjoy the experience its expensive and its adictive.

Yes all good considerations, also if you lower the nose with the power already applied you will accelerate downwards and have to break this vector before you can begin climbing again, you will loose far more height than if you lower the nose, break the stall, apply full power and once above your safety speed set the climb attitude... The difference can be more than 50 feet!

Nev your instructor should discuss with you beforehand what you normally do in your aircraft and what your expectations are and tailor the training to suit. There is no value in scaring the student. In fact the moment you go beyond your comfort threshold you are not learning a thing you are paying $$ to be scared! Its not worth experiencing a hammer head or a snap roll spin entry when for the same money I can be showing you the difference between a S&L stall and a stall at 60 degrees AOB caused by you trying to let your friends get a good look while wale watching.. Or while turning downwind counting cattle.. Look at a stall speed v AOB graph beforehand and ask Q's... Generally a stall with full flap and power in a left descending turn is the one pilots need to see.... First one, brief the hell out of it, let it happen with everything discussed. Second one just let it happen, see how fast and how much height you can lose before its recovering. The difference between a spiral and a spin is almost as important to experience.. Its also important to discover what happens when you are well out of balance and the speed is low and you slam the throttle open.... The FAA still insist commercial pilot candidates demonstrate an emergency descent (no one can give a real reason why you would ever use one) that is virtually a spiral dive to the gro

Wakunai on Bougainville Island.....

He should, IMHO everyone should, in some countries it is still compulsory for certain licences and qualifications, I remember way back when incident spin recovery was a pre-solo requirement. I applaud him for doing it he is buying himself some skills that may save his life one day. My comment was directed at you and your comments that you cant learn by correspondence....