RFguy

after reading that article. lots of failures eh ? a litany of serious failures from one end to the other. One shakes their head and rolls their eyes. Now , how come this one has in inquest, but most RA accidents do not get one ?

like everything and everyone, the 'performance' of a LAME is variable. No surprises. I think before crucifying LAMEs etc in general, one needs to know context. Did the customer want to spend no money ? Was the customer a PITA ? Did the aircraft have so many problems the LAME doesnt know where to start without p1ssing off the customer ? An aircraft can be airworthy but not pass muster under the subjective examination. Subjective !,

which is interesting context considering the road death count has been going up not down. I wonder which of that list (above) would be applicable for them to try and target. Of course speed is some issue, of course it is, because if you had zero speed, there would be no accidents. Can they enhance the skill level of drivers ? I think we're at the point of the limit of what you can due to general human society. Improves the roads is one way. In vehicles you coudl say with the plethora of driver assist tech that we are "You enhance the specification of the aircraft flown" . SUbstance control (RBT) dealt with alcohol in the 70s.

anything like a turn in a lazy 8, or a energy exchange mustering manourver ?

I see Roundsounds posted the same thing. there you go QED.

KG said : "One thing I did note was he was 200' high throughout his downwind leg. ERSA says 1,300' but he flew downwind at 1,500." BUT ! But that's just baro pressure, not adjusted for QNH. either he didnt have is altimeter QNH corrected or the QNH departed substantially from the calibrated). In a transponder, you dont tell it what the QNH is of course. It assumes ISA for altitude I dont know ith Flight Radar etc adjust for local QNH like ATC radar screens do.

Possible skippy that he had a big NE tail wind? hence ending up with a very deep downwind if he was not lookin gback at the strip ? (and resulting low airspeed even though 79 kts ground speed, but that would be a 30 kts tailwind to have a '172 run out of lift in cruise, well more than that because the aircraft would have been low in weight so perhaps 35kts tail , not sure I buy that, instructor wouldnt send him up in the wind) . so, no I am begginning not to buy the stall spin cause. unless he got disorientated, distracted started looking around and didnt take care of the ASI....

Fortunately, being VH- , the aircraft maint records will be combed over , the aircraft inspected within an inch of its life etc etc and the wind at the time 3:10pm local was ... dunno cant see back that far, suspect (S) easterly component. Instructor would not send him up if it was appreciably windy. For the crash to have happened there, smells of base turn stall spin. if he's had engine trouble surely he'd head back toward the RWY downwind ? over the ground there he was only 700 ' above it. airport is at 250' . I've never done a circuit at Camden , are their optical / ground proximity tricks that play with your perception in the hills down that corner ? Can't really comment further until maintenance/condition info produced.

RA-AUS aircraft need to be evaluated per CAO 100.5. every 2 years just like GA aircraft. https://www.raa.asn.au/nsm/week-5/instrument-and-transponder-calibration/ CTR for RAAUS should be simple enough 1) a few radio proceedures- you need to know what to expect :::: what sort of information will be requested of you, info you need to automatically volunteer , and what sort of directives they're going to issue,specifcally entering CTR/CTR, departing, startup and taxing and holding etc 2) Class C is easy, just do what you are told. 3) Class D requires alot more awareness and knowledge of the local proceedures for the area and Aerodrome. that can be hectic. Really not much to learn but can be a handful as the above can occur simultaneously AND if you have to throw in weather, busy radio, unfamiliar airspace - which only needs CURRENCY to fix that., Most country GA pilots I know stay right away from CTA/CTR due to currency confidence.

yes, that is a dynon servo which is a crude but effective device- a stepper motor and a gearbox. . that looks more like part of an autopilot than a control system trim servo, but could be. Stepper motors have high inherent torque and dont need much gear reduction to get the required torque (for this application). turbs illustration post is a screw jack - (or lead screws) are generally run at high ratio with high speed small motors and there is significant resistance to the screw jack moving when force is applied to the actuator tends to impose high friction forces dependin gon the construction (screw thread - acme screw jack) or reciprocating ball screw. A screw jack reduction ratio is the force application circumference divided by the screw pitch

from the article. "Aircraft engineer Peter Marosszeky" says you need 25 hours at 16yo . that's a crock of sh1t. Many kids go solo 8 to 16 hours and dont fall out of the sky. It's the old guys that need lots of hours. Now, the instructor's appraisal and evaluation, that is something different. I'd done quite a few glide approaches, and simulated engine failures (including upwind ) by the time I had my first solo, so I was prepared for say, an engine failure in circuit.

I dont think we should cease guessing/ evaluating. Remember two experienced pilots.....If control surface control failure can be eliminated, ---Only a stuck control surface control is my thought. spanner stuck in the elevator or roll control etc ? if it is not that, I a, guessing the flying pilot had a medical episode while the other pilot was looking out the window looking at something else, and then things got slow and the aircraft was too slow, too low and now too late to do anything about it. What else is plausible ????

so what do the other 35% who do not agree to pay more do ?

I learned spiral dives , how you get in one, and how to recognize them and terminate them. wings level and throttle to idle ... Pretty basic stuff. Not recognizing them will ensure a quick trip to the obituary columns. and I learned and practiced how to hold the airplane in a 60 deg banked 360 deg turn nose correct attitude holding altitude and hit your own wake. That was a pass....

I'd buy the bonanza . And a J160 for when I wanted to go cheap, and hold my J160 to a high maintenance level. (WRT- Bonanza) - I feel older certified aircraft are very good value for money , with their advantage of 50 years of knowledge about them and most bugs known.... These days I probably wouldnt touch a factory built aircraft model any less than 10 years old- it hasnt had enough time to accumulate some ADs !

ooh ahh forward trailing edge taper wings like the low wing brumby.

now comes the more advanced stuff, interspersed with the instructor sending u up to do a few exercises from time to time.

A pet project of mine, actually Thruster88's idea is a into headphones (insertion, aux or inline) audible and visual warning that a stall is imminent. Really good IMUs for $7 are now available , along with dual ported dual airspeed sensors (splice into ASI system) would do this job well..... Would go a long way to preventing this . I have caught myself occassionally not scanning my ASI often enough when I am busy looking at something, like for another airplane at the same time I am coordindating a tight descending turn etc fortunately when I am missed the scanm for a few seconds, I've always had plenty of airspeed, and the airplane (PA28) is heavy and takes (forever) to slow down if I get careless. Unlike a 300kg jab which will run out of inertia three times as quick.

and alot of M6 bolts.

the 'universal board' could be done these days with lots of available integration IE its not a intercom or radio or anything, IE the inputs and outputs are universal, audio and all. it's just a matrix connections to get all the audios the right level, split combined or whatever, all the PTTs etc routed etc etc aux audio mixed in etc . because of the difference in impedances etc, it's hard to have just a board with amplifiers and pots. leaving someone purely to connect the wires, and config done over a wifi connection (from a hotspotting phone) to the net.

there seems to be a market for a "matrix box", due to the lack of electronics people I forsee a PCB with screw cage connectors for 'anything' that can be configured to hook up 'anything'. IE connect all the items , just get the grounds in the right place, and that is all. The labour is the problem. If you can set up the product such that the owner provides the labour in terms of merely connecting wires to the board (and in no particular order), then a high level person remotely can program the board (and if required, have the installed/ owner plug some jumpers in like a checkerboard. said board needs to be able to sample and feed back to the high level person that configures (sets gains, polarities etc of signals) discuss.

welll at Oshkosh this year I watched a airplane departure traffic jam over 2km worth (looped back on itself) and it was about 32C and 90% humidity... all chuggin away, some decided to shutdown. OK on the performance. I know the airmaster IFA has the most numbers for Jabiru 3300s, but I would think a 912 and a after-turbo would be a better user package (air air gets thin, doesnt matter....) . Much nicer to hang a CS off. I'd be careful of how much is hung on the front of the Jab engine, the airmaster that people use- the moment of inertia is miles beyond the jabiru max spec (but I dont know if Jabiru factory just set that number to suit their own propeller, or not, IE if it is just a number, or if there is any science behind it.) . Still, I have heard of NO Airmaster IFAs coming off jabs. Understood on the static RPM completely sucking. yeah that's expected ...... I'd actually like an airplane like that that did about 170 TAS at 12,000' / 4h endurance to go and see my mum in. . that would be a nice improvement over my 120TAS.

What's the 200 kts with ? with a Jab 3300 and airmaster CS prop and 1 pax and full fuel ? How does it compare to a Lancair 360 ?? (76 sq ft wing, 500kg empty) , that's about a 200kts plane, also.

yeah I dont see why this needs / should be in LSA category- surely VH-EXP? A Va of 145 kts implies for a 3.8g aircraft, a clean stall of at least 74 knots.... or 59 kts for 6g aero category. Sounds like quite a bit of runway required and skilled pilots. IE - like a Lanceair. Plenty of aircraft ahead of pilot incidents there There's been a couple of PA28s (suspected of) losing their wings due to a neg g manouver at high airspeed, (neg g which is a lower load factor (g limit) than pos g) .

yeah as I read it , just get a class C transit clearance from the mil guys and life is much easier, now. IE you will be accomodated if at all reasonable and possible, compared to, in the past, the opposite.