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djpacro

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Everything posted by djpacro

  1. djpacro
    I've been through that. I found an appropriate POH and Maintenance Manual - the latter has the moment arms same as you stated. Your spreadsheet seems fine to me. My wife and I total about 150 kg and she would want to take more luggage than the 15 kg max of the Sportstar. Lucky, we have a different type. Max baggage is 15 kg and max fuel is 65 litres regardless of balance.
  2. djpacro
    Great stuff.
  3. djpacro
    Which model of the Sportstar? The POH for the Sportstar Max that I grabbed from online is different. It has fuel arm of 26.75 in (679 mm) and baggage arm of 43.65 in (1083 mm) assuming my arithmetic is correct! Crew moment arm is also different from your spreadsheet - 545 vs 500 mm. Suggestion: to check your spreadsheet use the example given in the POH. And ignore those who say use different datums etc, just follow the POH and the TCDS.
  4. djpacro
    browser tripled it
  5. djpacro
    browser tripled it
  6. djpacro
    Not quite right - see the USA FAA guide (CASA is similar - they require proof of no side effects) Guide for Aviation Medical Examiners | Federal Aviation Administration
  7. djpacro
    Even more ridiculous with the correct interpretation of the rules. Take a look at websites for Essendon and Moorabbin airports, for example - ring them up and ask.
  8. djpacro
    The regulation is very short with simple words and phrases. "a person in the airside security zone of a security controlled airport must properly display a valid red ASIC" It does not state that "a person in the airside security zone and not in an aircraft ..." How do I know? Back when I had an AVID not an ASIC I regularly (but not frequently) took students into Essendon Airport - fly in, land, taxi around and takeoff again without getting out of the aeroplane. Only passengers may be escorted. There is provision for special events at an airfield where less onerous processes may be implemented.
  9. djpacro
    Any news on the manufacture of these? I have a tailwheel one and I need a new spring at least, perhaps the whole unit.
  10. djpacro
    nope.
  11. djpacro
    What people do, or get away with, and the rules are two different things. Being inside an aircraft on the ground does not remove the requirement for an ASIC.
  12. djpacro
    The system has nil provision for anyone, without an ASIC, who has a need to go to a security-controlled airport once or twice a year. An AVID is only relevant to a Part 61 licence holder who never needs to go to a security-controlled airport due to the requirement for a licence holder to undergo a security check.
  13. djpacro
    No special tests required, in general, for a Class 2, regardless of age.
  14. djpacro
    https://www.aviation.govt.nz/assets/publications/gaps/caa-gap-weight-and-balance-october-2023-web.pdf A bit more comprehensive from the USA: https://www.faa.gov/sites/faa.gov/files/2023-09/Weight_Balance_Handbook.pdf CASA here still has this obsolete document as the current advice: https://www.casa.gov.au/sites/default/files/2021-09/weight_control.pdf 50 years old and some things have changed with the way CASA requires us to deal with the subject.
  15. djpacro
    Private pilots may be paid for some flying activities. Some commercial activities may be undertaken on a Class 2 medical. If you can't work it out by spending many hours looking through the regulations then I suggest that you ask CASA - they respond well to questions like this from a form on their website. Contact us | Civil Aviation Safety Authority
  16. djpacro
    My Graduate Aerobatic Scholarship is also open to applications until 18th January. Graduate Aerobatic Scholarship | Ozaeros
  17. djpacro
    Doesn't indicate that to me. May be because she knew some of the young people killed recently. Maybe because I have read statements she has made in total rather than edited by a journalist. And I am familiar with the business she is promoting. RAA is developing their training program further as are some GA flight schools. The CASA Part 61 MOS is quite sensible but it is not a syllabus. I was recently disappointed to hear of one flight school where most of their instructors admitted to ignoring most of the Part 61 MOS elements about stall training - teaching to pass a test rather than teach to demonstrate competency per the MOS. Seems to me a direct correlation between the typical flight training syllabus and the single biggest cause of fatal GA accidents.
  18. djpacro
    I guess there are more like us who ask CASA the meaning of stuff. Yes, the first draft was worse, it required all aircraft to have strobes or beacons.
  19. djpacro
    Good, however I don't see that bit about poor visibility in the current MOS?
  20. djpacro
    My instructor taught me to taxi on the right of a runway in the event that it is suddenly used by an aircraft in an emergency. I now teach the same to other instructors. I once observed a Mooney taxiing along the centreline of a very wide runway. An aircraft was approaching it from behind after an engine failure. Just in the wrong place. Not enough space to land either side of the Mooney so he tried to stretch the glide. Stalled and came down very hard just ahead of the Mooney, fortunately walked away from it. Aircraft severely damaged. If only the Mooney had been taxiing on the right the other aircraft would've safely landed beside it. At the same airfield I have encountered (several times) other aircraft taxiing towards me on a runway and deciding to keep to their left. Arguing with me on the radio telling me I should keep to the left rather than to the right. I wonder what they were told about the rules of taxiing. Incidentally, Part 61 has a number of dangerous elements in the standards. As for airmanship - many instructors don't bother to read the often-excellent advice by CASA in advisory circulars. I try to teach them this extra stuff too.
  21. djpacro
    Not the first time so it will be repeated. People must be accountable for their actions, especially where they have endangered others. "The Civil Aviation Safety Authority has since filed a lawsuit against Mr Pullen in the Federal Court, arising from the incident at Bathurst on October 13, 2024, as well as previous incidents involving the pilot. It’s understood the court action is seeking more time for CASA to investigate “serious, wilful or repeated disregard of the aviation rules”." It seems that CASA has impounded his aircraft too, so we'll see if his friends' claims that there was no damage to the aircraft, only bits of paint were seen flying off in the videos, are true.
  22. djpacro
    I'm sorry I mentioned it.
  23. djpacro
    I have a Super Decathlon at Moorabbin. As does Learn To Fly Melbourne | Aviation School | Flight Training More expensive than Tocumwal and other places. Peninsula Aero Club is a bit cheaper with a Standard Decathlon.
  24. djpacro
    Eddie at Tocumwal http://www.sportaviation.com.au/power_flight/index.php
  25. djpacro
    As CASA recommends, flight schools should choose appropriate types for stall training & spin prevention training. Seems to me that many do not and skip many of the required stall exercises. Some types are prohibited from doing accelerated stalls (for a reason). I disagree. The buzzword these days is UPRT, Upset Prevention and Recovery Training with the emphasis on Prevention. Some schools have just rebadged their UA courses as UPRT so little or no Prevention training. Like the experienced Pitts instructor killed with a student in Cessna 150 spin training who, according to the ATSB report, did not know the correct technique for the 150. Perhaps a separate discussion. Aerobatic training is not UPRT, it doesn't help much with avoiding LOC-I accidents. So, he would've known how to recover from a spin in a Pitts. I do spin endorsements for instructor trainees then emphasise that the technique I taught them only applies to the type that we did the training in, and they should read the POH for the type they will be instructing in. Then one needs enough height to recover hence the focus on prevention in UPRT.
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