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Powerin

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Everything posted by Powerin

  1. Powerin
    Flying around earlier in the afternoon (about 4pm) there was a significant smoke/haze layer up to about 3000ft in most directions as there was quite a bit of burning off going on in the wider area. It may have cleared later, but if it continued into the evening it would have made the horizon hard to see. However, full moon was Saturday morning, and I recall as I was driving home seeing the moon rise not long after sunset. It was red, indicating smoke haze, but also should have helped in identifying the horizon.
  2. Powerin
    I didn't see your post before I left Bill....but I certainly did see your Lightning. Very nice! Not sure that undercarriage could handle a farm strip though Natfly was very quiet compared to the last couple years in every respect, but still a nice range of aircraft to look at and people to meet. It was nice to meet Maj Millard and Winsor68 and admire Maj's Lightwing. Also met bubbleboy and a few past forum members. I went for a demo ride in an Atec Zephyr. Very nice aircraft....well worth a look.
  3. Powerin
    The problem with only going to Natfly for the day is that most of the fun seems to happen at night.........especially at Camp David Oh well....just about to head over to Temora now....hope to see some of you there.
  4. Powerin
    Who would be up in a chopper in the middle of a severe thunderstorm??
  5. Powerin
    Why do so many businesses these days insist on lying to you? If they had just said "Sorry, we had a heap of call-outs and couldn't get to your job" you could accept it. But this obvious lying to string you along has become standard practice these days!
  6. Powerin
    I'll do some research when I get time Pud, but I believe that cameras with CMOS image sensors have this effect, although newer ones may have fixed the problem. In a CMOS each movie frame is scanned pixel by pixel over time ( a bit like reading the page of a book). So fast moving objects appear distorted (such a props) because the object has moved over the time taken for each frame to be scanned and downloaded from the sensor. CCD image sensors don't have this problem because all pixels in the frame are taken at the same time. CMOS sensors have always been cheaper so they are used in most consumer grade cameras/phones....but their quality is now just as good or better than CCD I think.
  7. Powerin
    My paraphrase of the ATSB page I linked above is: We have a limited budget, therefore we will only investigate accidents that have the potential for the greatest safety outcome OR (interestingly) investigate accidents that create a big public interest.
  8. Powerin
    Continued drift....I'm sure you're correct HH. I wouldn't know! I just read the Act, and one law never seems to cover how things are done in practice. My glib reference to the Feds was purely because the Act seemed to give a Federal bureau (ATSB) jurisdiction. Anyway, it seems the only way we ever get to see an accident report in RAA is if the ATSB get involved...which is almost never.
  9. Powerin
    By my inexpert reading of the Transport Safety Act (PDF download) I would say that the ATSB has jurisdiction over any transport accident (maritime, rail or aviation) IF it chooses to investigate. They are the Feds. The criteria by which they choose to investigate or not is on this ATSB page.
  10. Powerin
    Sincere condolences to the families and indeed the whole aviation community at Bundaberg. I hate to bring this up again (there are plenty of threads on this theme), but this will not happen. All will not be revealed and we will not be able to learn anything from this tragic event that might help keep the rest of us safer. The ATSB only investigates RAAus accidents rarely in special circumstances. So it is left to the relevant police authorities and perhaps a coroner. The results of these investigations are not released usually. If RAAus does become involved and investigate they tend not to release any report either. From memory the last time RAAus released a report was 2005.
  11. Powerin
    Worked fine for me in Firefox (Linux). The webinar left me with the impression that it was instructors that perpetuated these myths and needed re-educating. What are we students meant to do about it? There wasn't much in the myths that I was surprised by as it is all clearly dealt with in most of the reading I have done (you don't do spin training in RAA ). I know there are often no absolutes in aviation, but it still amazes me how many old ideas in aviation are clung to in the face of modern evidence to the contrary.
  12. Powerin
    It's interesting when you start comparing specs between LSA and GA aircraft. Just about *anything* in the RAA/LSA world has a wider cockpit than a C172 (40"). Better performance too usually. Piper Warrior is only 42" wide and the 2 seat Van's aircraft are only around 42/43. Even the C-206 is only 43".
  13. Powerin
    Brumby high wing is 47"
  14. Powerin
    I wouldn't call the HF exam all common sense either. Some of it is useful and may keep pilots safer, but other parts are just obtuse nonsense IMHO. Here's a sample question (not from the actual exam): The adverse affects on a pilot's concentration due to a very noisy or hot cockpit are examples of the: (a) 'pilot to liveware' interface of the SHELL model. (b) 'pilot to hardware' interface of the SHELL model. © 'pilot (liveware) to environment' interface of the SHELL model. (d) 'pilot to software' interface of the SHELL model. I'm sorry, but the whole SHELL model served no useful purpose to me and was just a confusing way to present some simple concepts. Then you were forced to take simple concepts such as a hot cockpit and try and relate it to the stupid model. For what purpose?
  15. Powerin
    So Moz, following on from my above post....does the stick position at which a stall will occur change with the deployment of flaps? If so, I wonder is an AoA indicator a reliable indicator of an impending stall with flaps deployed. I'm too inexperienced to be able tell if there is much difference in stick position between clean and dirty configuration.
  16. Powerin
    Load doesn't matter, wings will always stall at the same critical angle of attack. What will happen is that you need more lift to compensate for the extra load. So you either need more AoA or more speed to increase lift. But you can only increase the AoA so far before the wing stalls, so you need more speed to give you the extra lift before the wing stalls. I was going to say the same applies to flaps, but on researching it I can't find a definitive answer yet as to whether flaps change the wing's critical angle of attack. Most seem to say flaps will decrease the critical angle, which I guess means an angle of attack indicator may be incorrect when flaps are deployed?
  17. Powerin
    This one seems to be totally electronic with voice warning...not cheap though.
  18. Powerin
    In many regions apparently the second letter of the code often indicates a country within a region, but in Australia's case the second letter indicated the FIR...Bris, Melb, Syd and Perth at the time. But at some stage they must have stopped doing that. So near me Albury is YMAY (Melb), but down the river we have Corowa-YCOR and Yarrawonga-YYWG. Wagga is YSWG (Sydney) but nearby Temora is YTEM.
  19. Powerin
    Hi Gareth, The first letter of the ICAO airport code indicates a particular region (but not necessarily just one country). So Australia is "Y", continental USA is "K" etc. http://en.wikipedia.org/wiki/International_Civil_Aviation_Organization_airport_code
  20. Powerin
    Pud, I know nothing about it but remember reading an article in the online EAA magazine (Oct 2011). You'll find it here. It's a simple homemade rig for a 2 blade wooden prop. Not sure if/how it would work for a 3 blade but it might give you some ideas.
  21. Powerin
    Should have said...I used the DH books too. The sample exams are great for seeing if you know your stuff and are very similar to the real exam. The DH book left a few questions in my mind and the JB tutorials filled in the blanks.
  22. Powerin
    Hi Adam, The radio exam is not hard...20 multiple choice questions. I found it a lot easier than I was expecting. As the Good Gnu said above the John Brandon tutorial is quite useful, both for passing the exam and useful stuff to know in the air. The syllabus is a reasonable summary of the questions asked....there are no tricks to it as far as I remember.
  23. Powerin
    Pipistrel Virus SW?
  24. Powerin
    Sadly that seems to be the way of world these days. Even sadder is the number of lowest common denominators out there. My son recently sat next to a guy on a flight who had his iPhone connected to, and using, the Internet for the whole flight. Climb, Cruise, Descent. No in-flight mode for him...let alone just having the thing switched on during climb and descent. So there seems to be plenty of denominators that are perfectly willing to break the rules and risk the safety of a flight (however small the risk) for the sake of their own entertainment. *Sigh*.
  25. Powerin
    As a student I'm a bit fuzzy on the difference between a forward slip and a side slip. I can't say I've heard of a forward slip. Is this right? ..... Sideslip = yaw away from desired track (with opposite aileron to compensate) to increase drag. Forward slip = yaw towards desired track (again with ailerons) to compensate for X-wind drift? (I've learnt both) A while ago my instructor was demonstrating a point and we ended up on base for short final very high (Tecnam P2002). I asked whether to go around...he said "up to you". So seeing a good opportunity to learn I turned final, dumped full flaps, rudder to the firewall, very steep descent, good landing. Very satisfying when training elements all come together. As far as I'm concerned a sideslip is an important tool....especially to get into the chosen forced landing spot when you over-compensate on height.
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