djpacro

Interesting to visit the Callair Museum http://www.callairmuseum.org/HOME.html When last there I was shown around by an old workmate, one of the Call family.

You will have to get onto the CASA medical registration system online to do it per their instructions https://www.casa.gov.au/basic-class-2-medical-certificate-fact-sheet-pilots

Quite a few aircraft with aileron-rudder interconnects e.g. Piper PA-22, some Cessnas on floats, Cirrus …

During the pandemic I participated in a global roll rate challenge where we discovered the lies told about aircraft roll rates. Videos of multiple rolls were independently analysed for the steady, maximum roll rate at Va. Often multiple examples of the same type flown by different people. Cessna 152 about 60 deg/sec. Super Decathlon is around 100 deg/sec. Pitts S-2B at 140 deg/sec compared to a figure of 240 deg/sec quoted in a magazine (by myself). Pitts S-2C at 210. The Yak 55 at 110 deg/sec rolls faster than a Yak 52 - nice to roll but whoever claimed "...rolls (to the right) at well more than 180 degrees/second (measured up to 352 degrees/second to the right) ...." is a far worse liar than I was. "It has been used in international aerobatic competition up to the Advanced level .... is capable of every manoeuvre in the Aresti catalog." Advanced category (and others) has changed dramatically over the years. These days it is extremely hard work to get it through an Intermediate sequence - it is nearly as good as a Pitts S-2A. I nearly bought one but went for a Decathlon instead.

Should be easy to find it at https://www.atsb.gov.au/aviation/aviation-safety-digest

I've done quite a bit in ECI but far from my favourite Airtourer model. Even the factory built Airtourer Super 150 had a miserable useful load for aerobatics. Add engine oil to the empty weight here then the amended unusable fuel allowance. ECI's empty weight is higher as I recall.

I had forgotten about that - forward of the painted section. Sun protection must’ve been an option. https://images.app.goo.gl/rfyc7GUkzBAPhBK79

1. Very informative free handbooks from the FAA at https://www.faa.gov/regulations_policies/handbooks_manuals/aviation especially the Airplane Flying Handbook, Handbook of Aeronautical Knowledge and Aerodynamics for Naval Aviators. 2. Try the online courses at USA’s AOPA - register for free and take the free course e.g. https://www.aopa.org/training-and-safety/online-learning/online-courses/essential-aerodynamics

Details here on page 12 https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1970s/media/am72-28.pdf

My friend fitted these. Airtourer Association is the best place to ask.

I'm certainly not knowledgeable on WW2 fighters however I know that -5G would be beyond their limit load factor. I also know how an aircraft responds to control inputs and I've been to -5G many times. Response depends on the rate of control application with airspeed also a big factor. Flying along upright and suddenly hit full forward stick, full left rudder with full left aileron lagging a tad results in an outside snap roll. Easy to calculate the G based on entry speed and the stall speed at -1G. Slower control movements - obviously forward stick into a dive results in a speed increase. WW2 fighters have similar flight load limitations as current GA airplanes. Rolling G limitations and Va, maneuvering speed. Something will break doing that.

Yep, Part 91.267 with MOS 13.02 specifically addresses this.

Two hours after sunset. https://aviation-safety.net/wikibase/302136 USA PPL includes night VFR training and the permission for night VFR flights. I wonder if the training included taking off over the water with no lights ahead. When I did my night VFR rating we did circuits at Philip Island out over the water on a dark night. https://www.aviationsafetymagazine.com/features/dark-and-deadly-nights/

61.435 and my earlier link refer.

lannguage proficency Sometimes I fail. For pilot licences ... regs 61.120 & 61.435 refer to authorisations to use radio.

Seems like you might be transitioning to the new-fangled Part 61 licence from an old CAR 5 licence? You'll need a GELP, general english lannguage proficency, assessment as a prerequisite for using a radio. https://www.casa.gov.au/licences-and-certificates/pilots/pilot-licences/getting-recreational-pilot-licence-rpl#

Quite a contrast to https://www.faasafety.gov/SPANS/event_details.aspx?eid=117601&fbclid=IwAR1g8RGw7wUDd8X3RJw9FnNBqFAS3-BDh-dAkgNphv3V8kKzw60g1w-CBB0 "Teaching Control In The Pattern - Topic: Discussion With In-Flight Videos Covering: Pilot-Induced Oscillations, Wake Turbulence Upsets, And Stalls At Low Altitudes." I saw it live today - video will be in the archives. (I even got credit for my flight review).

Yep, just fill in the form. Ask CASA to be sure to be sure, they are quite helpful at https://www.casa.gov.au/about-us/contact-us/flight-crew-licensing-enquiries

I agree, not as common as control locks left in, but FOD moving during flight and jamming controls in aerobatic airplanes is a well known hazard. It has happened to myself and several others that I know over the years.

Good discussion. Great work APenNameAndThatA It is a fairly common cause, however. They are. Refer CASA's Flight Instructor Manual.

I think you'll find the rule is operational not aircraft certification.

Hi Nev, is that a new philosophy, as your Citabria was a 5G airplane? And - there are quite a few RAA planes certified for intentional spinning.

Yes, that is the placard (although not actually required for all flat spins, testing revealed specific control actions to get it there). Interesting that the general spin placard there is not quite correct per the AFM.

The factory test pilot found some modes which were not recoverable with that method. Amendment to the AFM and cockpit placard refers.

I get a steady stream of curious flight instructors asking about it when they can't get numbers to tie up when they do the arithmetic. Of course, they must use CAS - are those stall speeds in CAS or IAS? When the manufacturer does the calculations do they use the stall speed at the same CG published in the POH or not - some manufacturers publish stall speeds for both fore and aft CG positions. There are several reasons why a manufacturer may state a higher Va than Vs.sqrt(n). One is that they are allowing for future growth of that model so just do the certification once at the anticipated higher weight - as you saw, Va is only used to get control surface and tail loads, nothing to do with stresses in the wing. When an engineer first specifies Va it is before the prototype has flown so the stall speed is only estimated and perhaps the engineer builds in a buffer. Perhaps the actual stall speed is less than originally estimated. The structural engineering certification paperwork is largely done, they're not going to revise Va and delay the FAA's review if they don't have to.