jcamp

C152 Pretty docile, need to deliberately enter the spin. J160C Only spin experience was accidental in go around config (full flap, power). Difficult to see how you could accidently stall it like that but the first time I stalled it in that config I was concentrating on airspeed for the stall and there was a sharp break into at least an incipient spin and did about a 1/4 turn before catching it loosing several hundred feet. Next stop spin brushup in a C152. Subsequent go round stalls faster footwork no problem. Note all of this was above 3000 AGL and at 50 ft you would be a statistic. Hint - If you normally fly a J160, fly the C152 from the RHS so left hand for the throttle and right hand for the stick/wheel.

Re study material As you should remember from previous study some books/references work for you and not for me - others for me and not for you so choice of study material is important. Suggest you go somewhere (YMMB?) where there is a range and look at how it is presented, also consider second sources (another view of the topic), for most of it old or P/Cpl stuff would be fine. Also get any practice tests.

The plot thickens Police join plane crash probe - ABC News (Australian Broadcasting Corporation)

For the last few months you cannot see more that the first one or two posts in a thread if you are not logged on - maybe reasonable - HOWEVER logon and you still can't see anymore. Maybe tomorrow I will read about "The Tizz! Funny or Untrustworthy... [Raa CEO]", can't be bothered to reset/reload whatever

Might lose more in the coax than you pick up, generally need a RF amplifier up the pole too to avoid expensive low loss cable. Note for Radio you need 50 ohm coax, amplifier and connectors not 75 ohm TV stuff Alternative is power (up) and earphone (down) cable with the whole scanner up the pole

Kaz For the benefit of others; which you may remember from the crash comics. Dog loved flying in the Auster, no problems but time moves on and there was a replacement. Apparently (after much BASI work, no witnesses) new dog wasn't quite so keen and hid under the pedals so crunch and brew up.

Pre JSB024-1 Fuel Line Routing Jan 9, 2009 I had an engine failure due fuel (engine died, fuel pressure light on and booster working hard). Restarted with some extreme unbalanced flight and landed ~ 5 min later. 18 liters came out of the system.

The issue with no intentional spins is overstress on recovery which is quite easy to do. Also are you capable of recovery, training cannot be done on RAA aircraft and most GA instructors can't/won't do it. Some time after I got the J160 I was checking the stall speeds in various configurations (at >3000 AGL). Stalls were fairly benign until I got to go round configuration (full flap full power) where it went from windscreen full of sky to windscreen full of turning dirt quite quickly, probably because I was concentrating more on airspeed and not expecting quite as quick a break. Subsequent go round stalls (following an instructor brushup session in a 150 Aerobat) no problem as a bit more aware and faster on the feet

IIRC years ago I saw something about a car helmet. Think what is now a push-bike/surfers helmet rather than a m/c-helmet. Mainly looked at temple protection and shock. General theory was 90% of benefits were obtained with 10% of cost/weight etc. Could this be the way to go? Any references? Edited to add - If you wear a headset anyway.

Think the standard alternator is 8 amp. The 20 amp option was $220 in 2006

Add 5 bars = Bigger Bullxxxxer than the rest Thats me

Probably unwise to change the thickness of the skin without knowing exactly how that will affect the overall stress distribution in the wing especially with regard to aeroelasticity. Having said that I have seen the stress analysis for the Pegasus wing (an aftermarket wing for the 701, similar concept to the Savannah ADV wing) and IIRC it didn't pay any attention to this (It also assumed even spanwise load distribution for a strutted wing). Just shows what you can get away with sometimes. On corrosion the 2000 series (eg 2014) are about the worst of the aluminium alloys (has to do with the electrochemical potential of the intermetallic compunds produced by age hardening) and really has to be alclad. This was recognised pre WWI (Dural) and gives a lot better result with the sort of skin thickness used in a DC3 than with the skin thickness used in RAA type aircraft. 6000 series (eg 6061) are much better where salt water is involved (different intermetallics) and is usually not alclad in thin sheets (not sure about the Savannah but see what Aircraft Spruce sells). For strength they generally have to be precipitation hardened at elevated temperature (T6) rather than just age hardened at room temperature (T3) Then there is the 7000 series stronger than either 2000 or 6000 but their own set of problems. Alloy selection is a bit like aircraft design - a whole heap of compromises in close formation.

Problem with this bit is most instructors don't know anything about it. If your instructior cannot show you something in his logbook something like: "Fred Nurk has been instructed in and found competent to recover from an upright spin in a super xyz Joe Blow CPL 123456" He/She is no different to someone in a bar or on a forum. If she/he has they are worth listening to. This applies to both GA and RAA instructors although probably a better chance with RAA (Your ancient RAA guy probably had to get that before he did his first solo in a tiger/wackett/chipmunk)

Suggest any experiments/investigation of this go round (full flap and power) behaviour be carried out at altitude - well above 3,000 AGL. Also make sure you or someone with you be up to speed on spins. The first time I tried a stall with full flap, full power in the 160C i had been lulled by the previous benign stalls and was concentrating on the ASI resulting in a windscreen full of turning earth ie incipient spin. At low level the result would have been messy. Next thing on the agenda was a brush up session in an Aerobat with an instructor. On the theory side a possibility is ground effect ie relative height/span ratio with wing vs tailpane. Not that amenable for calculations and experiments are not a good idea.

Probably the same as most aircooled pushers, radiant heat from glowing cylinders.

Prefer the one from 85? SS with 180hp (IIRC the Turks bought a few). Along with asst stuff under the wings, circuit problems were dealt with by a 20mm in each wing root.

Did some good scenics around Sydney in 1977? during an ATC strike. I did a number of charters BWK-BK-BWK and virtually all of them involved the bridge, city and whatever else the punters couldn't otherwise see. IIRC liasion/chat was done on SY tower frequency although it all (except for BK) was uncontrolled airspace and no requirement to talk to anyone.

No, even from scratch. However it is not required if you have a Flight Radio Telephone Operators Licence which you get through GA. Used to come with RPPL not sure about now.

Check the meaning of "offence of strict liability" Last year I had an engine failure over a built up area. From the fuel pressure warning light and sound of the fuel pump assumed out of fuel. After some savage sideslips restarted and landed 10 min later. A fuel drain from the carb line gave ~ 60 min fuel, estimated and actual flight time was 40 min. Subsequent action has been fitting a level switch in the header tank (~ 10 min full power) or less than full on the basis that gives me a descent to whatever with the option of a go round to plan C.

The CAR says "a court must, in addition to any other matters, take into account the following matters: <snip> (d) any guidelines issued from time to time by CASA for the purposes of this regulation." My reading of that (and that of a legal mate I asked in a social situation) is that CAAP 234 should be regarded as enforcable and not only in the post accident senario. Arguments should be left those who can afford QC's from the Magistrates court to the High court.

Hope you guys have good QC's CAR 234 " (1) The pilot in command of an aircraft must not commence a flight within Australian territory, or to or from Australian territory, if he or she has not taken reasonable steps to ensure that the aircraft carries sufficient fuel and oil to enable the proposed flight to be undertaken in safety. Penalty: 50 penalty units. <snip> (3) For the purposes of these regulations, in determining whether fuel and oil carried on an aircraft in respect of a particular flight was sufficient within the meaning of subregulations (1) and (2), a court must, in addition to any other matters, take into account the following matters: <snip> (d) any guidelines issued from time to time by CASA for the purposes of this regulation. (4) An offence against subregulation (1) or (2) is an offence of strict liability." CAAP 234 "Guidelines for Aircraft Fuel Requirements says Fixed Reserve - Piston Engine VFR and IFR - 45 minutes Seems to be the same thing as the old CAR 234 45 minutes just in a more convoluted manner

For me the problem is with the bucket. Closed cell foam from a chopped up cheap camping mattress, 8 layers cut to fill up the bucket. With that is OK for (so far) 7:25. Edited to clarify, that is longest airborne, not total time.

Need a lot more grunt in the strobes to be much use in daylight, orders of magnitude. Which raises the problem of powering them with our alternators.

Not so - worse. Reason has to do with emissivity/adsorbtion coefficients at different wavelengths but basically while a similar amount of heat is aborbed MUCH less is radiated. Just compare the temperature of polished aluminium bare and white painted in sunlight on a summer day.

There is always the 250/450, 45kts at 700Kg