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djpacro

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Everything posted by djpacro

  1. djpacro
    Thanks, but I've already got a skyrocket. I enjoy visiting Bill here ... ... check out the airspeed in the flat spin.
  2. djpacro
    These days I generally only fly FAR 23 certified airplanes approved for intentional spins - anything different and I take a keen interest in the tech specs/testing/history of the type and I’ve declined to fly quite a few times. Even the shape and layout of a tail will put me off per previous discussion here.PS: want to buy my 4WD Jeep as I’d like a red open top sports car now?
  3. djpacro
    One of the issues with the Tomahawk was that different examples of the type behaved differently and none conformed to the type design data per the prototype used for stall/spin testing.
  4. djpacro
    I didn't go to this event a year ago and I have no idea what came out of the discussion:
  5. djpacro
    Aaah the good old days when CASA's predecessor had the knowledge and interest in our safety wrt spins.
  6. djpacro
    Yep, Cessna designers "lost it" for the Skycatcher at first. I have run numbers on quite a few aeroplanes using that method and, as it says here, it is quite good to use in preliminary design. The report detail is at http://naca.central.cranfield.ac.uk/reports/arc/cp/0195.pdf The NACA Tail Damping Power Factor is more simple but not as good as a predictor https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930082166.pdf
  7. djpacro
    It is not the only aeroplane around with those instructions - the early Robin 2160 is another however the Robin has a very big rudder but when they went for American certification the FAA insisted on PARE to stop the spin per FAR 23.I'm certainly interested in seeing the spin test report for the Bristell. Even for types which are not approved for intentional spins the scope of testing is quite comprehensive. Similar type to the Bristell:
  8. djpacro
    I agree.For example, from one of the forums I attended at Oshkosh this year: Aft cg limit is commonly determined from compliance with spin recovery requirements. Another point is that there are some aeroplanes around where, at aft cg, the stick position to hold a steady airspeed does not vary much so the term "stall stick position" is of little use as a cue. As a comparison, the Decathlon spin doesn't vary much in behaviour between the forward and aft limits although at fwd cg it may tend to enter a spiral dive. Misuse of of aileron and/or power will flatten it regardless of cg; forward stick prior to rudder on recovery will steepen the nose down attitude (an accelerated spin) which can significantly delay the recovery.
  9. djpacro
    Your hints weren't consistent with the DR-109 either but I thought that I would try to flush it out - certainly looks like it started life as a DR-109.
  10. djpacro
    DR-109. I had dinner with Dan at Oshkosh.
  11. djpacro
  12. djpacro
    Flying around the block near Lake Somerset
  13. djpacro
    You had a first class instructor in Alf! One of my students is listed on that old page too. It would've been at GFS then - training records were in the Scouts filing cabinet so perhaps the filing cabinet is still with someone or at MFS (or even at Oxford)- worth asking around? I'll make some enquiries. Do you remember who did your GFPT test?
  14. djpacro
    The GFPT should’ve been notified to CASA back then so, I agree, the logbook would be very useful especially as it should have the GFPT sticker in it. No reason for a school to keep training records for that long, perhaps your logbook was left at SAS so an extremely small chance that it is buried somewhere. Recall names of any instructors? Looks like you’ll have to start from scratch and notch up the minimum hours at least.
  15. djpacro
    Your GFPT will get you an RPL with a little bit of paperwork so saves doing a test at the end of your refresher training, just a flight review. Absence of a logbook after all that time doesn’t matter at all. One of my friends was in a similar situation except that he had his logbook but no-one was interested in the contents.
  16. djpacro
    AOPA and SAAA are not "shooting down the GFA and RAAus privileges", to the contrary, the letters I see applaud those privileges however they are angry at RAA trying to stop some of those same privileges being given to those who fly under CASA rules - safety is the consideration not protection of someone's empire.
  17. djpacro
    ATSB
  18. djpacro
    Cessna TTx Model T240
  19. djpacro
    One of my friends worked for the company back in the '90s. I was lucky to beat kasper again.
  20. djpacro
    Angel Aircraft Model 44
  21. djpacro
    The last flap position was removed by CASA (their predecessor actually) via AD due aileron overbalance at low airspeed. http://services.casa.gov.au/airworth/airwd/ADfiles/under/vat/VAT-018.pdf refers. This later AD introduced springs into the aileron to increase the force required to deflect the aileron - the last flap position could then be reinstated but I am not aware of any which did. http://services.casa.gov.au/airworth/airwd/ADfiles/under/vat/VAT-034.pdf
  22. djpacro
    given the requirement to check w&b then I’ll wait and see whether loading beyond the aft cg was inadvertent or not
  23. djpacro
    A Sling 4 POH (dunno if it applied to that example) that I found online clearly indicated that it was extremely easy to load outside the allowable CG range. Not too hard to take the hint from the sample loadings in that POH.
  24. djpacro
    Stall stick position also depends on power setting and loading on the controls. I have previously posted data on stick position vs AoA for specific aircraft - one in which stick position would be particularly useless in indicating an approach to a stall - regardless, it is a sensible cue. Unless one has one of these new-fangled AoA indicators fitted but many don’t. Unfortunately many people don’t sense stick position, instead they are generally aware of stick force hence the choice of that link I recently posted.
  25. djpacro
    Some good advice by Jim at http://www.dylanaviation.com/dont-stall/ Despite my briefing to wait until established on final before reducing airspeed, pretty much all of my tailwheel students lose airspeed during the base to final turn so they purposely pull back and increase the angle of attack - definitely not a good habit. The turn method of "bank ... balance ... back pressure" used in initial training has its place but not in this situation.
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