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APenNameAndThatA

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Everything posted by APenNameAndThatA

  1. APenNameAndThatA
    I must admit, I don't see what the problem is, so long as you arrive and depart from the west. Your firebreak seems less than a mile from the LL1000 boundary. That means that if you fly 500 ft circuits you will *automatically* stay clear of the Class D airspace. With the tiger country to the left, I do see that an overhead departure would have been nice, but. If you join a local flying school, you might be able to use Class D with a transponder and medical but *without* having a RPL. If you get an RPL, transponder and CASA medical, you will be able to use Class D. But, if you don't want to do overhead departures and don't mind departing to the west, I don't see how you would get in Class D space if you tried.
  2. APenNameAndThatA
    I worked that out, but was too lazy to un-ask. Congrats on an awesome aircraft!
  3. APenNameAndThatA
    Same goes for anyone who thinks that being an (edityed again...mod) is 😆
  4. APenNameAndThatA
    I'm a rude as the next person, but mocking someone because they crash landed on an upslope is next level. Airstrips are on flat ground. The forced landing wasn't on flat ground. Stop being an (edited...mod) their airplane is wrecked. You have no way of knowing that the pilot does not read these forums, or won't in the future.
  5. APenNameAndThatA
    I think active noise reduction headsets provide much better situational awareness and are more pleasant. Also, it *might* help if both headsets in the aircraft are the same. ANR headsets are less than twice the price of traditional ones, so better value IMHO.
  6. APenNameAndThatA
    P.S. 1. I would have thought that if it is too late to stop it will be too late to take off on one engine. Shows what I know. 2. Light twins are stupid and dangerous and should be replaced by single-engined turboprops!
  7. APenNameAndThatA
    I am far from an expert on this (RPL, 150 hrs) but I note the following 1. People do replace V1 with something like your P1. There is a rule of thumb that by the time that you are a certain distance down a runway you should be at a certain percentage of VR. Big aircraft, the ones people use V1 and V2, operate on paved strips with known winds and gradients, so the pilot will know where they they should be on the strip by the time they get to VR. They will be able to work out V1 from that. Also, it is hard for people to know where they are on an airstrip, so V is a way of working out P. Just because there is such a thing as V1 does not mean that you can safely stop or take off in time if an engine stops. V1 only applies to twin engined aircraft, because in a single engine aircraft, if the engine keeps going, there is no decision to make and if the engine stops there is no decision to make. 2. V1 has to be less than VR because once you get to VR you will have taken off already! There is no point having a decision speed that by the time you get to the speed you will have already decided. Others know more about V1 and V2 than me and can correct me.
  8. APenNameAndThatA
    I voted "yes". I believe that you include all aircraft up to MTOW 600 kg as ultralights? I say it is a "yes and no". Maybe we should require people to have a different login for each of their aircraft.
  9. APenNameAndThatA
    Having an RPL and medical so I can share airspace with pilots with air transport licences, Class 1 medicals and hundreds of passengers does not seem like overkill to me. I’ve got an RPL and it’s not like I feel overqualified to try and fly to the Gold Coast or even transit. Flying to the GC to land it some work to stay on top of the frequencies, and it was much easier with two radios than it would have been with one. I did it three times and safely each time, but I’ve already forgotten how. I don’t think I would even try and go to the GC in a Foxbat. Transiting would be easier, but I would still be sharing airspace. We’re lucky they even let amateurs in 80 kt planes share airspace with 737’s if you ask me.
  10. APenNameAndThatA
    Really? Are you sure?
  11. APenNameAndThatA
    Why on earth would you say that I forgot something when I just showed you the maths that demonstrate that it is not true?
  12. APenNameAndThatA
    I stopped at the aerodrome in Charleville. Don’t know what the landing fee was but the guy at the cafe gave me a courtesy car for the two days I was there!!!
  13. APenNameAndThatA
    It’s not difficult. That’s why it only happen one in a 100 000 per hour…
  14. APenNameAndThatA
    that is next level!
  15. APenNameAndThatA
    My concern was actually getting to my destination, with a head wind, and not running out of fuel. My understanding is that Rotaxes are happiest being flown at above 5000 rpm (although I suppose that with decreased revs there will be decreased torque.) This has nothing to do with saving money - not that you could tell from the heading for the thread. I was referring to fuel economy and therefore range.
  16. APenNameAndThatA
    As far as I can tell, my airplane (fuel injected Foxbat) has the following perfomance and econonomy figures • 5000 rpm 17 L/hr 82 kt 0.21 L/NM • 4600 rpm 13 L/hr 75 kt 0.17 L/NM • 4000 rpm 10 L/hr 65 kt 0.15 L/NM That means with a 30 kt headwind... • 5000 rpm 17 L/hr 52 kt 0.33 L/NM • 4600 rpm 13 L/hr 45 kt 0.29 (0.2889) L/NM • 4000 rpm 10 L/hr 35 kt 0.29 (0.2857) L/NM So, unless I have messed up the maths, even for an aircraft that is not streamlined at all, the most economical speed will be slow almost irregardless of the wind.
  17. APenNameAndThatA
    You need someone who writes business plans for a living to present a business case.
  18. APenNameAndThatA
    I don’t get how the elevator (behind the tail) and the empennage (wide) don’t shield the rudder and thereby stop it being controllable in a spin.
  19. APenNameAndThatA
    I might be wrong, but I thought that an RPL with endorsements and a medical would be enough to fly with three passengers? My two bob is as follows. Starting RAAus is cheaper. Starting in a VH aircraft can give you more time in type, which will be safer. If you have the extra training for the PPL, it will be safer. GA aircraft have a fatal accident once in 100 000 hours. Fifty hours a year gives a risk of death of 1 in 2000. That is the annual death rate for kids in Australia. (1 in 1000 per year for adults.) So, I would not transport my family in a GA aircraft, especially if I had less than 400 hours. Below 200 hours, pilots are *much* more dangerous. Disclaimer: I have 150 hrs, and have flown my kids one at a time, from a familiar class D (controlled-ish) aerodrome.
  20. APenNameAndThatA
    I’d believe you if you understood the maths.
  21. APenNameAndThatA
    According to the comments, the pilot was very active in Angel Flight. 😮
  22. APenNameAndThatA
    I don’t want to buy it, just make some enquiries.
  23. APenNameAndThatA
    Scuse me for laughing, but the abusive text from the owner was kind of funny. Can you tell me the aircraft so I can make some enquiries of my own?
  24. APenNameAndThatA
    Hats off to anyone who builds their aircraft. High school physics and maths is a fine basis for learning about navigation, weather, force vectors, acceleration, ideal gas laws, energy vs momentum and force vs mass and etc. Chemistry was good with the latent energy of evaporation and clouds rising. But the capacitors and resistors and volts and amps and induced magnetic fields we learnt about were *completely* inadequate as a base for learning about electronics and aircraft electrical systems. I have no clue.
  25. APenNameAndThatA
    apparently the tricycle carbon cub takes off snd lands shorter than the conventional version. (I think it was Carbon cub. onevof those ones)
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