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djpacro

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Everything posted by djpacro

  1. djpacro
    I don’t understand the question? If you get a Class 1 medical then you also get a Class 2 with a later (normally) expiry date. So, just let the Class 1 expire and until then just state that you are exercising the privileges of your licence with the Class 2 medical. I was one of those who renewed early this year when we knew the new rule was coming in but no idea when in 2019. As it turned out I had just completed my Class 1 tests so when CASA suddenly announced the new rule would take effect a week later I simply asked my DAME to withdraw my application for a Class 1 and proceed with just the Class 2.
  2. djpacro
    Thorp T211
  3. djpacro
    Nope, see http://www.cfidarren.com/r-mccabe.htm
  4. djpacro
    Part 61: AFR and endorsements don't go in logbooks - everything is on the licence.
  5. djpacro
    Bolkow Junior
  6. djpacro
    yes. https://www.facebook.com/dhsquirrell
  7. djpacro
    Horizon
  8. djpacro
    Jungmeister
  9. djpacro
    I find aerobatics to be relaxing.
  10. djpacro
    Lunch at Colac, Vic. Hot day, up near 39, but fairly pleasant flying. iPad shutdown on the way home due to heat. Recovered at The Naked Racer.
  11. djpacro
    Any tread on the sole will catch on the rudder pedals - usually round tubes. Often not a lot of space for big feet so I look for a profile similar to my foot. Joggers or cycling shoes have been my choices in recent years but at Oshkosh last year I bought https://liftaviationusa.com/collections/shoes - works very well in a Pitts or similar but no good for walking. For my “day” job as an aerobatic pilot I wear https://workscene.com.au/mongrel-derby-safety-shoe-black.html
  12. djpacro
    Someone asked that of CASA on Facebook a while back and the answer was that CASA didn't want pilots to be hanging on to out of date documents so they decided the only options would be looking at the website or buying a paper document. I don't think that CASA could see that their answer was nonsensical - the paper VFR Guide is more likely to be the one not to be updated; every other CASA document is available as a pdf!
  13. djpacro
    I like to have a good written reference such as https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch4.pdf "Maintaining Aircraft Control: Upset Prevention and Recovery Training" supported by short videos as appropriate. I've done a lot of tight base/final turns at Moorabbin, this one is quite mild with a bit of a xwind. Legal since the minimum distance for a final approach was removed from the regs some years ago. Of course, at Moorabbin it depends on other traffic however the Tower is generally very helpful. PittsApproachMB0515.mp4 PittsApproachMB0515.mp4
  14. djpacro
    "At about 200 ft agl, the aircraft pitched suddenly and significantly nose down before descending in a left turn from which it did not recover before striking the surface of a crop field. The reason for this final manoeuvre was not determined." There are many instances of stall/spin accidents in Tiger Moths, often following an engine failure. I note the comment about "benign stall characteristics at between 45-49 mph IAS, adopting a high angle of attack and rate of descent with the stick held full back and no tendency to drop a wing" - well, that depends on where the ball is.
  15. djpacro
    How about:
  16. djpacro
  17. djpacro
    I guess that the description is correct, doesn’t say they are DC so I wouldn’t expect them to be. I have a local store so I generally stop in to buy http://www.skylines.com.au/products/378/david-clark-gel-undercut-ear-seals
  18. djpacro
    Cleaning out my office and found this article on the subject
  19. djpacro
    Depends on the cause of the fouling - see https://m.aircraftspruce.com/catalog/pdf/tempestplugmaint.pdf My IO-360 has the fine-wire electrodes on the bottom of the cylinders so the only type of fouling that I'd experience is the "bridged electrode" and cycling the prop pitch generally knocks the deposit off.
  20. djpacro
    Not to mention high wing aircraft without laminar-flow aerofoils ..... I’ve experienced much less tendency for an uncommanded wing drop in low wings with laminar-flow aerofoils (but there are many types that I have not flown). Perhaps something to do with the wing taper, washout ...
  21. djpacro
    and one effect of skidding is to effectively add sweepback on one wing, sweepforward on the other
  22. djpacro
    Lots of other factors in a descending, skidded turn.
  23. djpacro
    I’m out, I thought at first it might’ve been something by Gordon Bedson or Graham Percy but seems not.
  24. djpacro
    I remember that
  25. djpacro
    Some general comments from https://www.pprune.org/archive/index.php/t-221613.html here: "As for toe-in/out; a small amount of toe-in will cause the drag to be reduced slightly on the inside wheel if a swing starts, and the yaw moment that this creates is stabilising i.e. it wants to swing you back straight again. For toe-out the converse is true, and any deviation from straight ahead is exaggerated. The elasticity of spring-bar type undercarriages means that drag on the wheel wants to turn the wheels outwards towards a toe-out configuration ..." A Pitts can be decidedly ornery with too much of either, especially with the bungee gear - you can see the effect just pushing it backwards and forwards on the ground.. The 8KCAB Service Manual specified nil toe-in/out and rectified by shims (which can also be used to fix the camber). You can buy shims at https://www.aircraftspruce.com/catalog/lgpages/tapershim.php with this advice: "For wheel alignment. Ideal setting is zero toe-in and zero camber at normal operating weight. shims may be rotated to any one of four positions to obtain desired result."
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