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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. 

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! 

13 hours ago, flying dog said:

V1 - Above this speed you MUST take off.   (Confusing for reasons to which I shall address soon)

VR - This is the speed at which you "rotate" the plane.  That is:  You take off.

V2 - Minimum climb out speed needed.   If you are slower than this: you are not going to continue flying.

 

V1 should be replaced by a P1 - Point1 which indicates:  YOU MUST BE FLYING BY NOW OR YOU WILL NOT STOP BY THE END OF THE RUNWAY!

Also the fact that VR > V1 is also weird/strange/confusing.

You have a "gap" between when you can take off and when you must take off.

 

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. 

I voted "yes". I believe that you include all aircraft up to MTOW 600 kg as ultralights? 

2 hours ago, danny_galaga said:

I would count that as a yes then 🙂

I say it is a "yes and no". Maybe we should require people to have a different login for each of their aircraft. 

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.   

On 22/10/21 at 11:07 PM, walrus said:

Turbo, I have a ppl and did the training. but $800 for a bfr and then a medical on top of that, just so I can “go coastal” once a year is crazy. Have you ever flown into LAX as a passenger in daylight? You would have seen all sorts of aircraft from a C172 upwards, mixing happily in that airspace, but not here.

Really? Are you sure? 

On 22/10/2021 at 9:52 AM, FlyBoy1960 said:

You are forgetting one of the most important things, the slower you are going the longer you are affected by the headwind so you wiil therefore use more fuel than you will going fast because you are affected by the headwind for longer

Why on earth would you say that I forgot something when I just showed you the maths that demonstrate that it is not true? 

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!!! 

11 hours ago, Thruster88 said:

I agree the GA accident rate is appalling. 

If private day VFR pilots dont do these four things the accident rate would drop by about 95%.

 

Stall the aircraft 

Fly in cloud 

Exceed airspeed or performance limits of the aircraft 

Run out of fuel.

 

Not difficult to avoid those things. Looking through this list of all VH accidents in Australia there are not many that fall outside those four items.

https://www.atsb.gov.au/publications/safety-investigation-reports.aspx?mode=Aviation&sort=OccurrenceReleaseDate&sortDecending=decending&printAll=true

It’s not difficult. That’s why it only happen one in a 100 000 per hour…

2 hours ago, kasper said:

If you like I have pushed your fixed data through my planning sheet based on what you have.  I plan only 100hrls and engine replacement and I have guessed the cost of a 912i

nil wind = 4600rpm wins on cost/nm just over the 4000rpm

 

30kn headwind = 4600rpm wins on cost just over the 5000rpm

 

Were this me I all I do is ignore the $/nm and work from cruise power setting and work out if I can get there with planned winds and available fuel.

 

For example,

My 912 trike has a std 80hp 912 and is drag limited so I am only able to run 4,300rpm and get 11lph for 60knts - any more revs and I see rapidly declining return in speed for the fuel due to drag.

So I am always looking at my distance based on 3.5hrs fuel (plus reserve) in the two seat configuration which limits me to 210nm still air planned if I take a passenger

Any more and I have to ditch the passenger and install 'George' the fuel tank in the rear seat ... adds 6hrs to my fuel so I can then plan up to 570nm still air.

that is next level!

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. 

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. 

You need someone who writes business plans for a living to present a business case. 

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. 

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.   

On 16/10/2021 at 6:32 PM, Red said:

The short clip of the model on the treadmill at first glance will convince some, look closely and you will notice that she holds the model for a short time so that energy is put into the system and on releasing it drives the model, basicly the treadmill is spinning up the wheels while she inputs a force to keep the model stationary instead of it reacting and moving backwards, the whole description is cleverly tthought out and explained, but its a joke

I’d believe you if you understood the maths. 

According to the comments, the pilot was very active in Angel Flight. 😮 

9 hours ago, jackc said:

So you want to buy a $34,000 aircraft that sadly has been the subject of allegedly unethical advertising?  Search for Flightstar……

I don’t want to buy it, just make some enquiries. 

1 hour ago, jackc said:

My recent buying experience was a horror story,  I found an aircraft in Victoria  advertised by a broker that read as a good buy with great credentials, since I could not leave Qld to look at it I needed to find someone to fly it here to Qld, yep that could be arranged he said.  I asked the broker IF the owner could take a video of himself entering and exiting the aircraft so I could work out IF I could do same easily.  The video came back good. Now this aircraft was advertised as a 2020 model with 10 hours total time airframe and engine.  Well the whole deal went down a mineshaft from here on…..I find out it’s a 2010 kit finished and registered 2020 and the  engine 2011.  I find that the engine no longer made from around same date.   When I query about parts am told by owner no problem…….then I find out the engine is the only one of the model in Australia 😞. More due diligence finds aircrafts owner 2 years ago lamented on a blog in the U.S. there were no parts for his engine. 

So I told the broker about my concerns, he says I have first choice as there is an interested buyer in the U.S. if I don’t take it…

I said sell it, I am out of here. Next, I get the most abusive text msg from the owner working me over for stuffing him around.

So, for 3 days I think about this whole deceptive mess and decide to ring the broker…….telling him about the abusive message.

Hi says that I should not have to put up with that etc etc, then I tackled him about his deceptive advert and…….he said that’s the way all broker advertising is done!  I paused…….boiler pressure rising, fast!  I let him have it, yelled at him ’If that’s the case all you brokers are a pack of lying, rotten, unethical spiv c…..s.’The lowest of the low.  He said there is nothing illegal about the advert, I said I don’t give a f….. about the law, what you did was totally unethical…..from a fellow aviator.

I can believe he stayed on the phone, guess I have to credit him for that.   I might add that advert for the aircraft is still up with no wording change as of yesterday.  I really hope some aluminium termites sneak into the hangar and eat the machine to dust.

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? 

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.  

apparently the tricycle carbon cub takes off snd lands shorter than the conventional version. (I think it was Carbon cub. onevof those ones) 

Fancy the commentator saying that putting the engines there was a “deliberate decision”! So we know they're not there by accident?  

On 09/10/2021 at 8:34 AM, SSCBD said:

Any people landed without one - What happened to you? 
 

At Roma, the person driving the vehicle and wearing the vest won't tell you the gate code unless you shown him an ASIC. At Quilpie, Charleville and Archerfield (!), the code is written on the inside of the gate. I expect that you could get someone to tell you the code at Roma. So, you could probably get away with most small places without a card. If you have the gate code, you can get to the toilet, leave the aerodrome and get back in again. 

On 10/10/2021 at 3:18 PM, jackc said:

Got one of them from Dan at Wings Out West, just need to fit my Clark headset to it 🙂

 

 

That's just what I was looking for, but did not find one when I was looking for one a few years ago. I ended up getting an MSA/Gallet at much greater cost. The MSA/Gallet was really, really uncomfortable for the first 10 hours. The tinted visor is really, really good quality, but. 

On 10/10/2021 at 9:30 AM, F10 said:

I was taught for UA recovery, power down, roll wings level, then pitch.

Recovery from a spiral dive is power down, elevator slightly forward, roll wings level, then pitch (ref: Airplane Flying Handbook, FAA). You need to move the elevator slightly forward so you don't over stress the aircraft even levelling wings. Of course, in a stall or spin, rolling the wings level first will cause problems. My guess is that in an UA, the first thing to do is unload the elevator/AOA as you are checking your airspeed. Disclaimer: I have 150 hours.