turboplanner

Is that in a Jab 160 or 170?

That was covered in very good detail in earlier posts. That's between the Landlord and the lesees (based on their conditions) It's not likely there'll be any public news until a buyer comes along with the right price and that could be months, and it all depends on what the buyer/new landlord wants to do, if the seller sells the leases as well. All of that could happen quickly or slowly so no point in getting concerned now.

It's go nothing to do with digs or insults. If you read over your past posts you seem to drift from being a licensed pilot to doing basic learning and even having given it away for something else. If you aren't a PIC then you aren't at the stage of needing P&O so the need to get more deeply into Metrice imperial mix isn't there. Apart from that IF ICAO has a mix and Australia has adopted that mix that's what we have to fly to so there's no point in raising alternatives.

If it's as easy as that, I would think the SA Training organisation would be doing it, but the last time any PR was released the problem was that they were not getting to the end of a full training session, where a changeover would be feasible.

In that case you don't have to get involved in it. The PIC is responsible for it. Training should have been done by the time you become PIC. The people reading US magazines and books often screw up. If you have a US aircraft or hire a US aircraft, you only have to write your notes with conversions once, thereafter using them. In the US they never completely finished their metric conversion program.

........goat chops on a Friday night at the KPRVRACSF Clubrooms (Patron: King George III) The money rolled in and it wasn't long before they bought their own Drifter and started training pilots , then bought more for hire. The YIKP airfield was six feet long; taking off was a dream, you just dropped off the bottom and and had 6000 feet to get it flying. There were no overruns on landing but you had to get the hand brake on quick, and if you ...................

I'm beginning to think RA have missed out on teaching it. Interesting that the Instructors are quiet as mice, but they have to sum up whether not teaching it constitutes a reasonably forseeable risk.

In answer to your direct question about 1,000 feet altitude: For circuit flying learning to visualise 200 metres for rag and tube 70kt and under, 350 metres for RA above 7- kt and GA, 500 metres for high performance GA, that would equate to 587/1027/1467 feet, so visually not much different.

What we've got to comply with is what we've got. In answer to your question, when metric conversion came to Australia I'd just learnt Imperial, but realised the key factor was to be able to visualise the new measurements, so I started holding finger and thumb at 20 mm, 50 mm and visualising 1 metre and in building things, quickly adapted. I could pace yards very accurately for mesuring post spacing and wire measuring for farm fences and had a lot more problem pacing metres; in fact don't trust myself even now, I was luck enough (or unlucky enough) to catch the last of Full Reporting in cross country flying, and got to know exactly what 2 minutes to check point looked like, so converting, 5 km to minutes at cruise then practicing on every flight is not that hard, and gives you ample time to make a turn, and why would you wait to the last legal second anyway?

Clearly not for you; it's very elementary and the conversion only has to be done once then used as the base. I'm stunned that people who are implying that they are PIC are saying there's a problem.

Two dead chooks x 60 dead chooks / 40 dead chooks = 3 dead chooks.

I'd suggest you haven't done much W&B.

......the Khyber Pass Spotters Association Ltd. This entitled him to ..........................

....the bugler. "Play me songs of war" he said with full purpose" So the Bugler played Yellow Rose of Texas. There was silence in the Empire ranks and the Gungadins weren't making their usual noise either as both side tried to work out what the tune meant. The Gs assumed it foreshadowed a new secret weapon and ran but Gungadin OneLeg stood his ground, as diffcult as that was on the side of a near cliff. "You're a better man than I am, Gungadin" replied Gungadin Cooke who was running as fast as his little legs could carry him for the safety of ................. To those NES readers who have been sending in messages asking what Dak Runners were, these were the men who used to run all over the Himalayas and northern India delivering the mail in the 1900s. It was hot work so they ran without their Daks. It was said there was a mountain chick standing at every gate in those days.

.......wayward Colonel Unlocks, a distinguished member of the Unlocks family. It was General Shaun Unlocks that carried out atrocities on behalf of Lord Cumberland after the Jacobites had surrendered at the Battle of Culloden, and founded The Black Watch which was stationed at Fort William and chased Highlanders for years, so it was fair to say that the Colonel was not totally trusted by all of the Khyber Pass stalwarts which included the Jacobite Turbine family, and so on that fateful day which started with an unusual rush from the Khybers ....................................

Anyone else care to share how they do these P&O calculations?

"....bottle of gin and remember old times<" he continued. "This was before be built the 404. We haven't told people about it because it was designated Top Secret by His Majesty's army. We'd managed to scrounge bits frow war wreckage, old gin crates and tent canvas which our soldiers didn't need after they'd been shot. We constructed a small aircrtaft. We couldn't make an engine on the steep slopes of the Himalayas of course, so we employed Dak Runners to haul it up the Pass and Turbo or I or a former member of this site who declared "I tort meself to fly" would fly it off the clif and bring back vital intelligence to the General.Many decades later the aircraft was copied and given the name Drifter." Turbo nodded at the memory and ..........................

....shot a couple of Drifter Pilots from Warracknabeal, then curried them in front of our eyes." "Remember how I sneaked across the line when they were sound asleep and poured six bottles of gin into the pot, and we were able to shoot thirty two of them because none of them could shoot straight?" mused Cappy. "We gained sixty three feet territory that day." replied Turbo "Our bet day in six weeks." Cappy swatted a big scorpion and said "Pity about Jack and Arthur, but at least the British gave the buggers some curry!" "We .....................

We.....RecreationalFlying.....had about 8 members. Hopefully the ones who used to fly there will make the effort and follow the sale process and get involved up front in ensuring it stays.

The engine part a couple of weeks ago certainly was. I started to research for it and found a can of worms that was not comparing apples with apples. Some people were including prop specifications, but that needs to be extracted. Some people were including airframes, but the airframe component needs to be broken into frontal area and coefficient of drag and more. What you are discussing it true, but you can break it up to get a comparison (which will still pretty much come out the same as your comments, i.e. the longer the trip leg the quicker the fast aircraft does it.) One of the pre-flight Performance & Operations calculations for a cross-country trip is fuel burn. This diagramme shows the components of a flight; knowing your aircraft fuel burn per hour, cruise speed, climb rate you can calcuate his in a couple of minutes. The time starts when you start the engine and the take off time at a busy city airport can take 20 minutes or at a farm strip just the #1 time. You can see in this example that you only have an advantage in fast cruise for 90% of the time, and each trip and different aircraft calculation will make the result different. The disadvantage of the faster aircraft is that it's harder for the average person to keep ahead of the aircraft, and plenty of accidets have come out of that. The disadvantage of the slower aircraft is that headwinds are a much bigger percentage of cruise speed. plenty of rage and tubes cruising to a fly in at 65 kts in an unexpected 30 kt headwind have had to turn back and abandon the flight whereas 130 kt, less 30 kt still leaves 100 kt TAS.

"Stick with me and you'll wear diamonds; XXXX with me and you'll have dirt for dessert!!" His mining sites were a model of production, all worked by temp. visa Indians, and soon .............

Take it up with Airservices then.

.......upset the followers of High Chairman Markey who had moved into a Retirement home in Mangey, but still thought he was in charge of WA. It also upset Twiggy sand, the Al Bond sand and Lang sand (who used to broadcast "Handcock's half-hour". Robert Holmes per Court of course was born an Africanner and had engineered WA's immigration laws with a clause giving the Orange Free Staters preference over the Sudanese for entry to Australia. This was the sceanrio that OEHOR was facing and no one quite knew how he would act. He was a lab most of the time, but put a scratch on one of his bulldozers and he turned into a ...................................

Do some research on similar applications if you can find them. We have a good thread on here where we discussed it extending to ways of incorporating roll cages. Most race car designs are not quite right for aircraft because they are based on front end collisions, and roll overs/end over ends at several times per second, whereas the aircraft can hit a tree head on and a helmet helps there, but the aircraft's wings slow rotation in two planes. The most common flip over of a Jab is loss of control when landing nose down or flat and running off the runway where the resul can be a nose dig on and graceful tip over the nose where that cap may well help with knocks. The other factor in an aircraft is the need for rapid head movements to full neck capacity, where that cap would work but an open-face or full helmet wouldn't. The cap helmet makes radio a non-issue where a full helmet needs to be extende to avoid punching a cigarette pack size hole in your skull. All in all a lot of pluses there. Horse riders have pretty much the same needs, so a comparison between performances might show up something to work on.

There was an explanation at the time of the Metric Conversion Board, and it was logical (can remember where it would be filed today. I think the distance may relate to ICAO, and it may be that's where we are going, but I haven's looked for anything on that.