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Happyflyer

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Everything posted by Happyflyer

  1. Happyflyer
    It doesn't, if the critical angle of attack is exceeded you will stall no matter what. Adding power allows that to happen at a slower speed.
  2. Happyflyer
    Yes power does affect stall speed, so does weight, g forces, flaps, wing contamination. There are some very good answers here and some confusing answers, unfortunately if you don't know which is which it is hard to learn like this. You need to have a good face to face discussion with your instructor with a model in hand and get a good grasp of these concepts. Cheers.
  3. Happyflyer
    Not quite correct. If by "the stall speed" you mean the published stall speed of your aircraft, then you certainly can fly slower than that speed and still not descend. The published stall speed will be for MTOW, no power, 1 G and straight and level flight. If you fly at less than MTOW (kick out the passenger and have low fuel) and with power on you can fly at much lower speeds than the published stall speed and still not descend and even climb. Someone also said that airspeed is a crude angle of attack meter. As angle of attack is controlled by the stick or control column I would rather use stick position as a slightly less crude angle of attack meter.
  4. Happyflyer
    It's not that hard! If you're high, power off, more flaps and sideslip if necessary. If you're low add power. If you stuff it up go around and compensate for what caused you to stuff up.
  5. Happyflyer
    Agree with Geoff that it is A. A sea breeze is a low level wind so the runway choice made by looking at the windsock would be into the sea breeze. When turning final you are still high and the gradient wind is from behind. This means you are going at a faster ground speed than expected and will have less time to lose the height and find yourself higher than expected as you get closer to the runway. Once you get into the sea breeze the situation will improve but you may still be too high.
  6. Happyflyer
    Lovely to see Airbus get beaten but it all pales in comparison with Solar Impulse which was just airborne for five days flying from Japan to Hawaii and was totally on batteries every night.
  7. Happyflyer
    I would have thought if the military pilot had time to eject before the collision he would have had time to avoid the collision. Sounds like a dubious report.
  8. Happyflyer
    Early reports saying possibly aerobatic so should be GA.
  9. Happyflyer
    Other forum saying man in his 70s and possible heaart problems.
  10. Happyflyer
    It would be interesting to know the stalling characteristics of this plane. Does it have a tendency to drop a wing? Cross wind shouldn't come into it at that height. It was probably still crabbing into wind at that height so the aircraft would still be balanced without crossed controls. Kicking it straight and using into wind aileron in the ground affect phase reduces the risk. Probably the pilot did not do too much wrong, a gust or vortex may have just affected the one wing. Just not enough allowance for error and that can happen to anyone trying to show off the flight envelope of their aircraft.
  11. Happyflyer
    Nobody is saying 10,000 members have to approve anything. If there is to be a major change to our operations and it is at the behest of CASA, then members are entitled to know. A simple notice on the web site is all that is required.
  12. Happyflyer
    If that is a directive from CASA why don't RAAus share that with us and let us know what CASA have asked for. Surely it's not a state secret. If there is a safety case to make they should put it before us. I don't see a big number of accidents related to poorly trained L1 and L2 maintainers.
  13. Happyflyer
    His only problem was taking it to the edge ten meters too high. Keep it safe until you are only a meter off the deck and you don't have very far to fall.
  14. Happyflyer
    I agree that using the area frequency is ridiculous for a little strip. If you have any marked strips within 10 nm you could use the frequency for that strip. You could also inform Airservices of the strip and get it put on a chart and then you can use 126.7. I just keep my eyes open and listen to area and 126.7 when flying into unmarked strips.
  15. Happyflyer
    Thanks again for the opportunity to discuss an incident like this. You did the AVIATE and NAVIGATE and part of the COMMUNICATE very well. I wouldn't call it a "critical failure" to not inform your passenger, perhaps a failure but in the scheme of things not as critical as the other stuff you did to get her on the ground again safely. She obviously trusted you enough not to ask questions and to let you do your stuff and I hope she can again fly with you again. As Maj said above, it's hard if not impossible to get it all perfect.
  16. Happyflyer
    Don't know much about Oz runways but you have a three different formats 1. degrees, minutes, seconds 2. degrees, minutes plus decimal minutes and 3. degrees plus decimal degrees. You have to have input the same format into the system as the system is using. There is probably a menu function in Oz runways to change them. Just convert your mates co-ords to whatever Oz runways is set to. You can google the conversion. In your post you show home as S37.70 E1417.84 . I think that E1417.84 should be E141.784 . 38.2174 degrees = 38 degrees 13.046 minutes = 38 degrees 13 minutes 3 seconds. 144.6425 = 144 degrees 38.552 minutes = 144 degrees 38 minutes 33 seconds. 37.70 degrees = 37 degrees 42.0 minutes = 37 degrees 42 minutes 0 seconds 141.784 degrees = 141 degrees 47.04 minutes = 141 degrees 47 minutes 2 seconds
  17. Happyflyer
    Thanks for the post Geoff. Very well done. Quick thinking and a very good result. I would like to make a couple of points. Firstly, I was always taught if you do something (like turning on a pump or changing tanks) and something goes wrong, undo whatever you did if you have time. I presume you switched on the aux pump before changing tanks and it was the fuel pump or it's wiring that smoked. Secondly, getting to the ground as quickly as possible while side slipping. I think I will experiment to see what combination of speed, flaps, sideslip gives me the best rate of descent and arriving near the ground at a speed that can be controlled quickly so as to land. As you say knowing this could come in very handy.
  18. Happyflyer
    Or inflight break up caused by losing control after flying into IMC.
  19. Happyflyer
    I can't see how they could justify $600 for a check ride. If you are known to the organization it should only be a couple of circuits if you are not within their insurance recency requirements. Unfortunately the variation in ability is huge and for an organization to rent out their pride and joy to an unknown is just too risky without a decent check ride. You only have to go to a reasonably active CTAF airfield and listen to the radio and watch to see plenty you wouldn't want to hire your plane to. It's about their ability but also their behavior in your aircraft. And it's not just the amateurs either. I've seen the occasional airline pilot who has a lot of trouble adapting to the smaller planes. They improve quickly but I've had to intervene in the first landing or two occasionally to save the undercarriage until they remember it's not an 747.
  20. Happyflyer
    Just looking around today and I think that may not be correct where I was. More than half the phones I saw were Apple.
  21. Happyflyer
    Once I've finished making any necessary CTAF calls and then call for a clearance on centre, that channel takes priority and is a bit louder. I don't worry too much about the CTAF babble, I keep my eyes outside and moving and do the old aviate, navigate, communicate thing. The more you can relax (easier said than done) the more your brain (and ears) can take in. Don't worry, it'll come. Just like your class D. Every time you do it, it becomes easier but it sure doesn't feel like it at first! Once you've mastered your area, you'll be able to cope anywhere. Enjoy the journey.
  22. Happyflyer
    When I am in CTA I mostly listen only to the assigned CTA frequency. If I do need to listen to another I make sure the primary frequency is louder. You will develop the ability to pick out your own call sign amongst the babble.
  23. Happyflyer
    I have come across about a dozen or so pilots with an RPL. All have a class 2 medical so they can take more passengers or because the RAMPC was too inflexible for slight medical issues that can be accommodated under a class 2 . The RAMPC was something that should have been a goer but CASA have made it too hard. I don't think there is going to be too much of a drop off in the DAME customers, maybe the reverse.
  24. Happyflyer
    Welcome. You won't have to be too STOL with 500 metres available. Enjoy the journey.
  25. Happyflyer
    Just imagine the money that would be saved if future fighters did not have to be designed to carry humans. No more expensive pilot training. No more calling off a mission as "too dangerous". It's coming soon, it's already happening. Today's fighter pilots may well be the last. Sad.
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