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facthunter

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Everything posted by facthunter

  1. facthunter
    Delta's fly slow at a high pitch angle and the Concord nose tilts down for the Pilots to see the runway. They are also pretty draggy at slow speed so use a lot of engine Power on approach.. The VC-10 with 4 rear mounted low bypass ratio engines Nicknamed "the IRON DUCK" was one of the noisiest civilian planes. Went into service in 1962. The noise is due to the Jet efflux being supersonic. They make noises like a succession of whips cracking when taking off.. RR Conways Plane built by Vickers Armstrong. Nev
  2. facthunter
    Just type in ETOPS. It's a permit to take more risks as twin engined planes are the most economic except for single engined planes. All about saving money as jet engines became very reliable. For a ' high bypass jet twin to fly on one it has to be quite overpowered on two and has to lose a lot of altitude if it fails in cruise. This is for Jet engined thinking not pistons where the remaining engine is more likely to fail at higher power settings so you always go for the NEAREST place you can land on with them. Nev
  3. facthunter
    More likely to be useful when you are going to an unfamiliar place. . Don't forget the bigger stuff uses the racecourse pattern mostly and don't really fly conventional circuits en route very often. Nev
  4. facthunter
    I recall trying to give a "Tiger Moth" conversion to a pilot who had never flown anything but single engined Jets. Never finished it and gave up at 15 hours. Every now and again he'd just not use his feet at all and I'd have to put everything in the corner to save writing the Moth Off. on the go around. Nev
  5. facthunter
    If you're in say a 100 pax jet, you really don't want to be roaring around various legs of a circuit. with little slower planes In the early stages of these Feeder Ops the Straight in was resisted by pilot groups in the bigger stuff but with experience and a lot of discussion. It changed to Prefer the straight in. The trouble is in wanting to save time and keep to schedule they ,may land and take off with a fair downwind to expedite their Ops. This HAS to be more risky for obvious reasons. but they just want to get in and out as quickly as they can.. RPT cockpits don't have the best vision in the Game. Something to think about if you're going to such places. Nev
  6. facthunter
    Alumiprep was what was recommended to ME to be used first. It came from the same place I got the alodine. An aircraft only supply place near Essendon airport. Nev
  7. facthunter
    I might try one from the WILD side and see what results I get. where did you get "dead side' from ? Nev.
  8. facthunter
    IF you're 1/2 smart you will use everything that makes it safer for you, provided you still use your Mk1 Eyeballs in case someone else is a complete Dickhead. " But I HAD a clearance" won't count much posthumously.. Nev
  9. facthunter
    I wouldn't fret on it. It's not an exam question. I think the first Airbus demo came here in the early 70's Commanded By a J.B Phillips and HE did MY actual first flying in the Airbus at Toulouse-Blagnac, L' Aerogare Ancien. Nev
  10. facthunter
    The 340 was about the same pax capacity as the A300. I doubt there was a lot of them made. "Suitable" alternate has nothing to do with overwater. Land or water it's a ranging exercise.. The A300 as designated.. NEVER had 4 engines. The wings and fuselage would not be a lot different however. Both are twin aisle. The first Airbuses in Australia were in 1981. reg VH TAA and I trained on that one in France. When the first two courses finished we all flew back in it to Australia with a few other extra Hangers on. Later I think Compass flew the A300.600 ER. . Nev
  11. facthunter
    Descending onto another plane is an extreme hazard. Final is the most common place for it to happen. Descending on a midfield track assumes you get to circuit level by the time you get on the downwind leg. Till you level your wings you can't see any plane entering downwind directly. except in a tandem seated High wing or a single seat. the same. . Nev
  12. facthunter
    I'm not inventing anything. Match your response to the situation. This has nothing to do with Clearances etc We also don't want people too afraid they will use a "Wrong word". Keep it simple. Keep it short. . Nev
  13. facthunter
    Exercise will help . Don't trip over or roll your ankle. Nev
  14. facthunter
    People DIE on delivery scooters and unlimited annoyance to all and sundry by drones to get a 1/2 warm pie to you.? Progress? Nev
  15. facthunter
    Should be easy to look up. The 340 was for long flights long before the TWO engines got relaxed requirements/restrictions. I think it was called ESOPs' .. Nev
  16. facthunter
    I thought it was called MAIZE in the US? Nev
  17. facthunter
    It was approved and recommended at one stage. It provides extra ( helpful) information Like close base, Long final etc.. It's NOT waffling. I've never made a waffling transmission in my life as I was taught better.. In remote areas out of VHF range (line of sight) we'd ask DC 6s etc if they would relay our messages cancel SAR etc. . Nev
  18. facthunter
    I really don't like the idea of fuel containers in the cabin. There's an awful lot of heat in a few litres of fuel. I never liked the AUSTER fuel sitting above the dashboard either.. Being burned is not a good way to go.. Nev
  19. facthunter
    IF I had to guess I'd go for a braking problem. IF one grabs you can't use any. With a shuttle valve (lockout) incorrect bleed can cause a dragging Brake or NO brake at each extreme. Nev
  20. facthunter
    The A 340 is the one that has 4 engines. I've flown an A 300 B4 which is the same as that one. Applying big rudder inputs like was done there will break the fin right off. Some pilots about that time had the idea THAT extreme manoeuvre would help sort something out I can't see what. but the yawing inertia overloads the fin and then you're in deep trouble. The circumstances of that crash were fully investigated at the time.. The University of U tube often doesn't get the details exactly correct. Nev
  21. facthunter
    I must be a bit slow. What's Corn got to do with it? Nev
  22. facthunter
    ALL THIS is NOT in the OFF topic though. . AS a bit of info with these TWO engined planes, the routes approved these days allow up to 6 hours Flight on one engine. Nev
  23. facthunter
    "DAD" jokes aren't always BAD jokes.
  24. facthunter
    It's a logical extension of looking at the windsock and you are descending at the safest place to do so. Descending onto any circuit leg is risky as regards good vision of traffic below you.. Higher performance enplanes departing in the direction of the runway extended may also reach 1000 feet or more. All this was discussed extensively at the time. Midfield crosswind is pretty specific. One thing wrong with it is lack of vision of someone Joining downwind at the same time. Both planes will be banking and can't see each other. Nev
  25. facthunter
    There was no countering rudder applied. Looked to be a challenging strip. It didn't seem to be slowing much. Nev
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