djpacro

Those 172s don't have a fuel pump. I think you'll find that the Archer 2 does. Even an old Cherokee 180 that I used to fly.

Most? I think you'll find that all certified aeroplanes requiring a fuel pump will have a fuel pressure gauge. eg Airtourer, PA-28s, Cessna 172 with fuel injected engines, Decathlons ...... - I think that about covers "most GA single engine aircraft" here?

There are more questions than just that? For example, why can you fly it without the same medical as someone flying the same type with VH?

But there is no mechanism for infrequent users so you must get an ASIC. Flight crew must have an ASIC if airside. Only passengers may be escorted by an holder of an ASIC. You are airside once the wheels touch down. So-called temporary ones VIC have rules making them useless for visitors who fly in.

Flying schools and other commercial operators require their Operations Manual to specify procedures for use of EFBs so must comply with the rules in the CAO and, of course, whatever their local CASA FOI requires ... which most likely will be that recommendation.Who is affected by the EFB regulations? So, when the flight school tells you something I can only assume that the context is while you are training so what they state must be in accordance with their Operations Manual? If not, they are probably giving you good advice but they are not telling you what the law is. In private operations you get to make the decision yourself. If I'm going somewhere busy and/or somewhere I'm not familiar with then I want everything going for me. If I'm going on a dawdle which CASA would say is a cross-country then I might go with just the iPhone and I would get through a ramp check per Ramp checks | CASA Out-n-Back Read the CAAP Electronic flight bag "This CAAP looks to provide guidance for the use of EFB by Air Operator’s Certificate (AOC) holders as they are bound to meet the obligations detailed in the AOC conditions set out in Appendix 9 of CAO 82.0. ....... The CAAP will also provide general guidance for private operators." There are nil requirements for private operators regarding this discussion.

Training is a commercial operation. Refer the rules, or even the CAAP, rather than informal text on a website.

I don't know the rules about that. Normally performance stall speeds are stated for fwd cg, it is rare for a manual to quote aft cg as well for a small airplane. Do the rules allow calculation or do they require specific test in which case a calibrated ASI is required etc etc?

My copy of the POH has Vs of 62 mph CAS at aft cg, 64 at fwd cg.

doesn’t apply to private operations My iPad Mini is a few years old and meets those CASA requirements anyway - they amended the text after the iPad Mini came out. I use my iPhone as a backup .... sometimes I just have the iPhone as sole source and that is legal - in that case my backup is memory and visual with mental calcs.

I'd already discarded thoughts about the Emeraude and Minicab so ran out of ideas but .... let's go with Menestrel HN700.

Radial Rocket

Nesmith Cougar

Vev, I know where, not when or what.

1. You weren’t the only one. 2. Dunno what you refer to. I’ve come nowhere near crashing wrt this thread topic. 3. CASA decides the content of BAK. 4. I know about energy. 5. Not interested.

Yep, but as others stated, whatever the AFM states. The Airtourer’s flaps do not deflect very much, incidentally, and the ailerons droop too. In a Husky I’d use full flap and their flaps are very effective.

Many small GA airplanes have their best angle of climb with some flap deflected. Some require flap to comply with CASA's climb requirements of CAO 20.7.4.

He still does not give the correct definition of Va.

"Possible causes, or contributory factors, of an accident may be explored and opinion given based on the poster’s demonstrated reasons for giving such opinion."

I guess that many are saved by the 50% margin between limit load factor (where the structure may deform) and ultimate load factor (structural failure) - I know of quite a few. These generally don't appear in accident reports. That Musketeer many years ago with buckled main spars and wing skins. Twisted steel tube truss, broken longerons, wing ribs broken etc on aerobatic airplanes. Still too many Aero Commanders with catastrophic wing failures not to mention Cessna 210s and Tiger Moths. https://www.flyingmag.com/technique/accidents/aerobatic-pilot-survives-extreme-failure

1. Calculations must be done using CAS not IAS - that usually resolved most differences. 2. The flight envelope is determined at design stage, before the aeroplane has flown, based on estimated stall speed. The actual stall speed is often different than estimated and some manufacturers don’t bother revisiting the flight envelope! I can provide an example of this.

I didn't see that either video actually explained the correct definition of Va (although I skipped thru that long video so may have missed it but don't think so as I didn't hear some aspects of Va mentioned at all). https://www.safepilots.org/documents/SAIB_Maneuvering_Speed.pdf

I wasn't aware that any of the Meyers had a sliding canopy. I googled a bit and see that there are a few examples of Micco Aircraft Company MAC-145A?

Micco SP-20

Seems like a common mount https://www.aircraftspruce.com/catalog/eppages/lordenginemountscessna_07-01131.php You could email Lord for the dimensions.

A lot of aeroplanes on the ground today with the gusty wind. Let us know next time you visit.