APenNameAndThatA

I think that people who would have flown Thrusters/Drifters now fly weight shift. I too looked at the cost of weight shift training, and it was very high.

Those stats also mean that the faster LSA’s are the safer they are.

Here’s some better maths.

LSA’s fly at 90 kts, or 170 kph. On fatal per 100 000 hrs = one fatal per 17 000 000 km.

200 / 17 = 12. So, about 12 times more dangerous than driving, and about 40% as dangerous as a motor bike. That *does* make intuitive sense to me. I am not sure if those numbers need to take into account number of vehicle occupants.

LSA's have a fatality rate of about 1 per 100 000 hours.

I am assuming that cars have an average speed of 50 kmph. The reference is not super informative and the 50 kph figure might be the weakest point in my calculations.

https://www.tmr.qld.gov.au/Safety/Road-safety/Road-safety-research-reports/Speed-compliance-and-average-speed-results#:~:text=Speeding%3A%20trends%20in%20posted%20speed,results%20from%202015%2D2018).&text=Average%20speeds%20of%20motorists%20on%2080km%2Fh%20roads,results%20from%202015%2D2018).

Australia has a fatal car accident every 200 000 000 car km. Reference:

https://www.bitre.gov.au/publications/ongoing/international_road_safety_comparisons#:~:text=In%20terms%20of%20the%20fatality%20rate%20per%2010%2C000%20registered%20vehicles,rate%20out%20of%2022%20nations.

200 000 000 / 50 = one fatality for 40 000 000 hours. Motorcycles are responsible for 1% of vehicle kilometers but 30% of deaths. Figures are in the the introduction to this PDF

https://www.infrastructure.gov.au/roads/safety/publications/2008/pdf/mono20.pdf

So, Motorcycles are responsible for a death every 40 000 000 / 30 ≈ 1 300 000 hours between deaths. Or, 13 times safer than LSA's.

That does not sound right, but who knows.

If you assume that the number of people killed per car accident is two, and the average number for motorcyclists killed per accident is 1.1 ≈ 1, then I can't work out what that does to the figures without thinking about it.

Great photo!

The GA version is similar. I have no clue what the overlap is. Weight and balance is much more detailed in the GA version of the books, of course.

They are all I studied. Conventional wisdom is that they are the best. If you have questions, you can get on the forums and ask. They are also available online of you want to study from your phone. That access is expensive and only lasts 12 months, but.

There are occasional inaccuracies and the author does not like to be corrected (neither do I). For example, one of the first things the book says is that if you pull the stick back, the plane goes up. Given that pulling back if you are inverted is one of the main things that kills you if you are inverted, I thought that that was an issue. Not to mention that stalling is a safety issue too. If you learn the wrong thing first, it is hard to undo.

That is a fat bird. Couple that I know are in the 370-380kg (815-840lb) mark.

 

I assume the picture in your avatar is yours? She looks real pretty!

 

Ak

Ps: welcome to the forum!

Wikipedia says that the Sling 2 weighs 370 kg empty. It seems that if you use a lot of smooth it makes the aircraft more heavy. Aeroprakt A32 weighs 320 empty and cruise is 115 kt instead of 120, and does not come as a kit in the US anyway. My mighty Foxbat A22LS weights 345 kg (with parachute, big wheels and fuel injection) and cruises at a massive 80 kt. According to Aeroprakt, the A32 with big wheels is not faster than the A22LS, and big wheels are not approved for use with the A32. Air is funny stuff.

Hi Everyone, I have just landed. The kids have finally left the nest and now it is time to do the flying I always talked about. I am learning through Southern Skies at YBAF and recently completed my area solo in PPX (C-172). Really looking forward to learning from you all as I look towards RPL and then PPL.

 

Cheers,

 

DMac

Why no LSA?

https://www.brother.com.au/en/products/all-labellers/labellers/pt-e550wvp

I thought that some of you might be interested in this, as there was a discussion about labling wires. They say the wrap is legible after many hours at 150 deg C.

Disclaimer: my engineering is I built a tree house.

W

I've seen a few of Greg's videos lately ( Nothing much else to do in the Lockdown )

I thought initially that he was a bit full of himself,. . .but after a few vids I warmed to his professionalism. . .

He flies an Obsolete private Jet, ie, made by a division of Beechcraft which cl;osed down and was taken over by another conglomerate. . .

 

It is an 8 seater, which he flies regularly as single pilot. . .helped no doubt by his experience in F16s in the Gulf wars.

 

I like all his avionics 'Toys' and wish I'd had that advantage when doing my instrument rating. . . this stuff makes it a bit on the easy side

 

Bear in mind that in the USA, Jet A1 fuel can vary in price between $2.30 to $8.20 per gallon. . .

 

This vid is a quick flight between Florida and Indianapolis. . .

 

Well, he does like his porsche, and his plane and his porsche and his plane, judging by the cinematography.

Fun fact. At Archerfield, the radar return comes from the Class A Brisbane airport via the internet. That means that the radar return can be delayed up to 30 s. Here I was thinking that they were stopping me running into someone else!

I am learning to fly at a Class D airport. My understanding it that a) the flying school needs to have the CASA stamp of approval, b) you need to have a CASA medical, and c) you need to be under the supervision of an instructor. That means that you can't turn up and fly if there is no one at the flying school to supervise you. and d) the airport is the one that your flying school is located at. After tower hours, you can fly with an RA-Aus licence, but then it's not really Class D anymore. You need a radio. I assume you need a transponder that encodes altitude. You do not need a certified engine (contrary to what someone told me, who should have known better.)

The Rotax 912 iS are electronically fuel injected. This means “no volts = no engine”. To guard against this there are two oil cooled alternators, one for the engine ECU an fuel pumps and one for the aircraft and battery charging.

 

If alternator A fails, alternator B dumps the aircraft and battery and instantaneously takes over the engine load. If B then fails you will use emergency battery power to start and run but the draw is about 13 amps. You need to size the battery to give you 30 minutes+.

I have an iS and an emergency power button on the dash. I was wondering what it was for. if alternator B fails, then won't alternator A keep the ECU and fuel pumps going. So, why would I need to restart if alternator A stops? I assume I misunderstood what you were saying.

I have read the POH but it did not go into the emergency power button in much detail. Reference to read up on?

Thanks!

GDay ApenName...., The colour is just a dye. There are green, red, orange, blue and yellow coloured coolants. In Au green has been the predominant colour but now red seems to be taking over. The colours are a convenient "shorthand" for describing the coolant. The significance of the colour is in itself not high, there being a very loose convention, that GREEN is appropriate for certain, mainly older cooling system containing copper and copper alloys and RED is for more modern engines, particularise of a European type, with little or no copper in the cooling system. Also Europe has particular environmental restrictions on certain chemicals - the red coolants may fall within these requirements.

 

So having said the above - changing coolant can be:

• forced on you by the brand/type you were using becoming unavailable
  
• a more desirable product (cost / formulation / etc) becoming available
  

In my case I feel that the change from Radicool Concentrate (Green) to Radicool SF-O (Red) may more closely align with Rotax specifications and as I will be able to sue the Red over my road fleet (not the tractors) has cost & storage space benefits.

When I said colour I meant what the colour symbolised. When I said don’t change colour, I meant don’t change coolant type. If the convention is looser than I thought, then that was me being wrong.

There have been many stories on the 'alternative media', that is not the News.com, ABC, Fairfax or TV, concerning the truth or otherwise of the official story relating to the destruction of the 3 WTC buildings in NY. In this article, actual people of reasonable standing, put forward opinions which, in view of their reputation, can be considered serious in nature. They are not faceless clowns hiding behind a wall of nom-de-plume anonymity; is the publisher a frivolous conspiracy purveyor? Maybe, but IMO the article seems to raise some valid questions.

 

https://newspunch.com/cia-pilot-presents-evidence-that-no-planes-hit-towers-on-911/

Food for a stupid mind.

I drank a small amount of distilled water once and it tasted very acidic. I invite you all to try the same experiment. My understanding of why is that in, say, rainwater the other ions in the water buffer the H+ ions. But distilled water is so pure that the H+ ions are unbuffered and act like an acid. I have no clue about why, for example, the unbuffered OH- ions don’t make the water taste basic. This is me agreeing with pmccarthy.

I am surprised no one has mentioned the obvious. Changing the colour of your coolant has little upside and a huge potential downside. You would have to be mad to even contemplate it. Disclaimer: 50 pilot; engineering qualification is I built a treehouse once.

The performance figures if the aircraft are not the most important thing. Reliability and after-sales support are much more important. Perhaps your town has lots of one make, or the best flying instructor for Alps flying has a particular plane? Or there is a LAME that loves a particular make and that you can rely on them?

The Sivannah is all aluminium (good) but I did not fit because of headroom (bad). The Foxbat A22 is the 450 kg version of the A22LS. Cabin a fantastic 129 cm wide and great visibility with fully see-through doors and a narrow panel. The foxbat is aluminium except for the control surfaces and under the wings. My Foxbat cruises at 80 kts but has big tyres could do with a finer prop setting. Aeroprakt A32 is fast and has a very low stall speed - amazing.

I have not really considered the 450 kg planes because 600 kg is the limit here. Disclaimer:50 hr plt.

Would you class the Bessler as a "Gotta light?" aircraft?

Controllers at Archerfield have always been polite.

My biggest hint to learning what to say is to listen to your local airport on the an app on your phone. People learn speech best by imitation. You know what to say and what to expect people to reply. One day, I was completely not expecting, "On bravo, cross 04 right, cross 04 left, hold at bravo five for 10 left", so I did not do to well.

So, do we say "to" and "four". If most people say "to" and "four" and a few people stop saying it, then that could cause more problems that people just saying "to" and "for". It seems to me that this might be the reason that people say "two thousand four hundred" instead of "two four hundred". Conclusions anyone?

:puzzled::puzzled:

Where do you look? Hooly dooly that's busy.

Find the left most edge of the horizon on the AH. Just above that is a blue box. (Assuming not rhetorical question.) 3 mph's

thank god they remembered to put a wing on it

 

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If it looks right, it'll fly right!

So the ND8 is makes everything darker, so the exposure is longer, so the prob blades are more blurred? Good idea.