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djpacro

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Everything posted by djpacro

  1. djpacro
    I witnessed an accident where an unlicensed pilot was trying to take off in an unregistered aeroplane. He destroyed one aircraft and damaged another. Got his aeroplane trucked away within a few hours. I spoke to the guy who's aeroplane was destroyed. CASA took no interest because he did not break any of their rules, if it had lifted off the ground then it would've been a different matter. Neither did the police. Just one vehicle crashing into another on private property.
  2. djpacro
    The next level up at a non-controlled aerodrome is a certified air/ground radio service (CA/GRS) per https://www.casa.gov.au/sites/default/files/2021-08/advisory-circular-139-d-02-guidelines-certified-air-ground-radio-services.pdf
  3. djpacro
    Courtesy of CASA and the great flight manual debacle. Many years ago all aircraft here required Australian-specific flight manuals and ASI's to be in kts so all American airplanes had to be converted. Around 2001 CASA reversed and required all aircraft to use the original flight manual. So, now people end up with ASIs in kts and the flight manual using mph. Airplanes which had been operating for 30 years now had to get their original flight manual - at least one aircraft manufacturer refused to respond to such requests for airplanes that old.
  4. djpacro
    I always consider the forces on the airplane ..... https://www.avweb.com/flight-safety/technique/turbulence-v-speeds/ Do the sums on gust loads. Manoeuvring loads and structural fatigue are adversely affected by overweight operation. So is performance but, as you say, a big engine is good. 20 kg .... 3% maybe .... almost trivial compared to those aeroplanes found to have incorrect empty weights a while back along with a gross error in crew moment arms so their CG was way further aft. Fixed by adding mass on the engine - a much bigger % increase - what effect does that have on the engine mount and forward fuselage structure?
  5. djpacro
    I would and I do. Class D towers wouldn't specify a speed as they don't know what my airplane is capable of.
  6. djpacro
    https://www.aircraftspruce.com/catalog/appages/gapseal.php Effectiveness depends on the design of the ailerons you have and the size of the gap. Some designs are not intended to have the gap sealed.
  7. djpacro
    I'd like to fly one https://bevhoward.com/Buecker.htm Dragging the top of the fin through water like Fred Nicole sounds like fun ... https://sbeaver.com/Bucker/index.php/anecdotes-mainmenu-69?start=5
  8. djpacro
    Somewhere in my filing cabinet I have a manufacturing plan for the SAH-1.
  9. djpacro
    Instrument screws are brass for a reason https://www.aircraftspruce.com/catalog/hapages/brassinstrscrew2.php
  10. djpacro
    Fleetwings, I used to visit it often. I’m pretty sure that it has been restored and flying now.
  11. djpacro
    Cessna 152 Aerobat simply has this note in the POH. The 7ECA Citabria with the same powerplant doesn't bother.
  12. djpacro
    And quite a few with VW engines, the Corby Starlet for one.
  13. djpacro
    An inspiration to the rest of us!
  14. djpacro
    The 242 is a very nice aeroplane to fly.
  15. djpacro
    “ However, if customers register the aircraft as ‘Experimental’, then aerobatics are authorised…” pretty clear.
  16. djpacro
    It needs more development in the area of handling qualities.
  17. djpacro
    Easy enough to demonstrate roll due to rate of yaw - fly an airplane with nil dihedral (ideally a mid-wing, which I owned for many years) through a hammerhead/stall turn. See the different behaviour depending on whether you fly a good vertical (wings developing zero lift) vs wings developing a bit of lift.
  18. djpacro
    Apologies, I must've misunderstood your comments about your instructor. The effect of aileron in a spin for the Cessna (which has Frise ailerons) is significantly different than for the Decathlon, the opposite effect in some situations. (Cessna published a comprehensive document on spinning.)
  19. djpacro
    Suggest that you try another instructor. Reading CASA AC 61-16 may assist. Totally agree with that bit except about the Frise ailerons.
  20. djpacro
    Let us know how you go with the course. Hopefully you get the full, complete theory and enough practice that the techniques stick (for a while) and you don't automatically do the wrong thing in their scenarios.
  21. djpacro
    from https://www.flyingmag.com/aps-webinar-featuring-learn-to-turn-rich-stowell/ from https://www.aopa.org/training-and-safety/air-safety-institute/implementing-learn-to-turn-with-rich-stowell
  22. djpacro
    Yes indeed. Many pilots are surprised when I talk to them about that. A good primer for UPRT is https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch5.pdf UA recoveries from failed aerobatic manoeuvres in an aerobatic course share some of the elements of UPRT and unfortunately some schools have simply rebadged their extreme UA recovery courses as UPRT. My advice for people looking for UPRT is to see what EASA specifies for their Advanced UPRT course and compare that with what is being offered. https://www.apstraining.com/resource/easa-advanced-uprt-requirements-are-a-big-step-toward-reducing-loc-i-fatalities/
  23. djpacro
    Very nice, behaved much like a Pitts S-1 as far as I recall, although I didn’t get much time in it and no aerobatics. The owner had flown it from the UK to Australia and he wasn’t here to get it to Richmond for the show.
  24. djpacro
    In 1988 I flew G-AWPZ into Richmond for the Bicentennial Air Show.
  25. djpacro
    EASA is incorporating basic UPRT in their PPL and so is the USA FAA to some extent. The FAA revised their Airplane Flying Handbook a few years ago https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch4.pdf EASA is leading the way with UPRT in simulators as well as their on-aeroplane advanced UPRT course mandated https://www.easa.europa.eu/faq/44870 I believe that CASA is currently looking at just UPRT in simulators so a long way behind EASA. Incidentally, CASA has just discovered that NACA's 1935 standard spin recovery method is not really applicable to current training types https://www.casa.gov.au/files/advisory-circulars-61-16-spin-avoidance-stall-recovery-trainingpdf Pilots at the bottom end may choose to do UPRT. Consider https://www.aviationsafetymagazine.com/features/undoing-an-upset/ but noting that quote attributed to Patty Wagstaff "is on record as saying that upset recovery “is just aerobatics;” to one well-versed in that discipline, no attitudes are really unusual." I was at this event when she said that however she said a whole lot more - https://www.flyingmag.com/ntsb-forum-looks-into-loss-control-inflight/ An aerobatic course is not UPRT as explained by that FAA handbook above, nor is it a new name for the common EMT courses.
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