motzartmerv

Why?

True, but secondary to the point. Bank angle alone does not increase the g loading, or the stall speed. :)

Your 100% correct. Your point is the same as my point, in that Angle of attack is 'independent ' of bank angle. So you can have high bank angle with NO increase in AofA, or conversely as you pointed out, you can have s light bank angle with HIGH AofA. I spose the point we should be making is that Attitude (Including Bank angle) has nothing to do with AofA. So assuming just because you are banked increases the VS is not correct.

Thanks Rank. I was commenting on Kaz's comments in another thread which related to her assuming an increased stall speed with extra bank angle in a slipping turn. The general idea that the stall speed increases in a turn is of course correct, and the amount it increases by depends on the bank angle etc. But in a descending turn where there is no extra increase in angle of attack, there should no t be an increase in the stall speed. Or a better way to put it, there wont be an increase in the speed the that the stalling angle is reached. We all know the stall speed increases by the square root of the G loading, so if there is no extra G, then it follows that there is no increase in the stall speed. It is the extra Angle of attack (read back pressure) that increases the G loading, and there for the stalling speed in a "level" turn. Reduce the thought experiment to the absurd- Imagine rolling a 90 deg angle of bank turn, but not pulling the stick back. The aeroplane wont stall at a higher speed, it will just descend. Its not until you try and pull the level turn that the stall speed will increase.

Kaz, sounds like a nasty one mate!! The stall speed doesn't have to increase with bank :) and in a descent like you describe, it shouldn't. Worth a new thread tho. I don't think this is the right one.

Kaz. Why was the stall speed Increased in the slip?

HIC. That's a good point. I often cringe when pilots boast if such speeds etc, with 19 rego seems to be the common things. I've jad discussion with one guy who built his own 160.. When asked what the vne is, he answerd, it doesn't matter... It's homebuilt. Not saying it had a part in this accident, just a culture thing I have noticed, particularly with jab home builders.

I reckon that video has killed more people than its saved.

Hope he's in some paddock somewhere waiting to be picked up.. Gut wrenching time for his friends and family...

Well it sounds like you have made up your mind:) Dave has been just as " unlucky" with his jabs as most other operators. He runs as tight a ship as you could find anywhere, and uses highly reputable engineers , and seems to suffer similar failure rates to the numbers found in the stats. If his operation has issues, there's not much hope for the rest of us..

Are you flying with Dave?

Have you signed the waiver? All you need to know is contained therein.

Not at Not at Moorabin:)

Sorry, missed that. What is the significance of it departing YSBK? Im missing something?

Heard what?

Sure does...

I am as tired of it as you are:) ... Very very old song isnt it?

No, i heard it was carting the top secret blue prints for the new and improved Jabiru engine... Oh the Irony!!!

None in Aus is not correct. http://m.heraldsun.com.au/news/victoria/man-dies-in-plane-crash-at-cullulleraine-west-of-mildura/story-e6frf7kx-1225981835689

Never mind the grouch asmol, you will get used to him. Thanks for looking up those figures mate, altho I think we were mainly talking about the jabiru aircraft as apposed to acft with jab power plants.

Interesting. Was he outbound from Yscn? I missed that part.

We dont know what brought particular Jab down yet, it could have been due to any number of things. As others have highlighted the obvious lesson for us all is the route selection. There are several areas surrounding the Sydney basin that would not be much chop in a forced landing situation. We can 'generally' select routes that are more favoured, but not always. Some location RAA acft are pretty much 'forced' into areas of similar suckiness with regards to places to gracefully set down. William town, Coffs harbour and richmond to a lesser degree are all quite bad if you can't transit the airspace. The reporting points for camden have their issues IMHO, one being over or close to the oaks, creates issues with acft not broadcasting or monitoring the oaks frequency and stooging on through their cct area. Mayfield is hard up against some rubbish country, and heading in from Picton puts you quite low over the hills and through some serious Glider country on the right days. The Menagle reporting point has you threading the needle between the drop Zone, Wedderburn and a nearby control step, but is by far the best country to fly over. This jab may not have been inbound to camden, but regardless, the flying around this entire area needs to be planned well with all efforts to avoid the tiger country, and those reporting points if you are not inbound to camden. I dont envy this pilot, he would have been faced with some pretty hard decisions, and not much time to consider them Taking a creek as your best option would have been a scary ride, and the outcome certainly not assured, even if it was in a tough aircraft. Perhpas the route wasn't the best, but hats off for keeping it real and living to fight another day.

Tough planes them jabs!!

Its funny how this subject pops up every few months, and the same points of view get put across. The big points are always " low time pilots arent experienced enough" and " should we build hours instructing" A good instructor is a good teacher, first and formost. If you relate well to people, have a genuine interest in them, and are passionate about seeing other's succeed, then things are looking ok for you. The second part is the flying ability and experience. Sure, at 100 hours you still have a lot to learn, but the same can be said for any of us, with thousands of hours. Dont ever think that experience= skill. In my (short) experience its often the reverse. A fresh new pilot with shiny wings is IMHO often a lot safer then old mate whos got 2ooo hours, and did his training in the 50's. Ive seen some very very experienced pilots, do some bloody stupid sh!t. If you are genuinely passionate about 'other people' getting into aviation, and you have a dedicated attitude towards airmenship and safety, then get into it mate!!!

Hey Guys, I have a potential position for someone in the Melbourne area. A quick run down on the job. Duties, Instruct Remote Pilots for the issue of Remote Pilot Certificate in theory and practical. The courses run over 5 days and are focused on the remote pilots syllabus. If you have a back ground in RC aircraft, UAV's, multirotors etc, and have some spare time this could be a great opportunity to have some fun and make some $$ Essesntial. RAA or GA Instructor rating OR a cert 1v in training and assessing Background in RC aircraft Own transport Desirable RPC or Controllers certificate, we can issue this if you dont have it. If this is sounding like you, or someone you know. Let me know. My email is [email protected] Great pay and conditions. Cheers