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djpacro

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Everything posted by djpacro

  1. djpacro
    It seemed to me that they had done the required stall and spin tests and it was satisfactory. CASA didn't like the reports and wanted more. An issue with a self-certification system. CASA eventually decided they had no issue with stall/spin characteristics. My opinion is that CASA and RAA are way out of their depth on this subject. Meeting LSA certification standards and having behaviour suitable for a training aircraft are two different considerations. As for the CG, seemed to me it was an error, put it down to incompetence maybe. I wonder how other manufacturers determine crew moment arms in a reclined seat like that. I wonder whether the CG issue was a factor in the incidents/accidents. Strange that neither CASA nor ATSB has made a statement connecting the two issues. At least now, they should all be flying around with a much more forward CG than previously. The crew moment arm change had a significant effect.
  2. djpacro
    Even I can tell the difference between .... an unmade bed and a made bed which is what it was.
  3. djpacro
    “recreation” is a broad topic?
  4. djpacro
    Which schools at Moorabbin? Lilydale? What are your objectives once you complete your training?
  5. djpacro
    I bought some leather/nomex touchscreen gloves at Oshkosh a few years ago. Good to see they are available in Australia now. https://www.sisleyclothing.com.au/product/sisley-nomex-flying-gloves-with-touchscreen-technology/
  6. djpacro
    A bit more info here https://aviation-safety.net/wikibase/39520 Big cameras in those days. A thought: the change in moments of inertia would also be significant and more important than the cg change. Aerodynamic effects of the camera installation is another consideration.
  7. djpacro
    Follow through from 61.007 to get the definition of registered aircraft that applies to Part 61. http://www6.austlii.edu.au/cgi-bin/viewdoc/au/legis/cth/consol_reg/casr1998333/s61.007.html I agree, 61.400(3) nails it with respect to RAA aircraft. As for a USA registered aircraft - see FAR 61.3 (a) : "..... a pilot need not hold an FAA pilot's license to fly an N registered aircraft outside the United States . A pilot may operate an aircraft within a foreign country using a pilot's license issued by that country. " But just my opinion, CASA will happily explain.
  8. djpacro
    Follow the path of the definitions in the regulations - CASA's definition of registered in Part 61 means registered per Part 47. So anything required to be done must be done in a CASA registered aeroplane, unless it speciifically says otherwise (such as experience requirements for a CPL). But don't take my opinion - ask CASA, they happily answer questions like this via a form on their website.
  9. djpacro
    True, CASA's priorities for safety promotion are listed here Safety promotion sponsorship program | Civil Aviation Safety Authority (casa.gov.au) They seem to think that LOC-I is not an issue worth addressing. Back when I started instructing (part-time) many years ago other instructors palmed off their advanced stall lessons in the Cessna 150 to me. These days I do a lot of spin endorsements for flight instructor trainees for several flight schools. Too many cannot tell me the correct technique to recover from a stall in a turn. (I also teach some to be spin and aerobatic flight instructors plus UPRT.)
  10. djpacro
    Same money elsewhere will get a Piper Arrow dual. Seems like he doesn’t like to do much work.
  11. djpacro
    Someone will have to ring Oasis again and ask.
  12. djpacro
    It does seem to be the right rate for a Piper PA-28.
  13. djpacro
    You spoke to them, not me. I guess that he simply answered the question that you asked.
  14. djpacro
    NOPE. At Moorabbin a Sling 2 is $364 to 368 dual. Foxbat $328 dual. Also a Jabiru and Gazelle for training there.
  15. djpacro
    Same here, new transponder with ADSB-out so fitted a Ping although I could’ve retained the SkyEcho. Of course, I use AvPlan. it works well.
  16. djpacro
    Yes indeed. I lived in Wyoming USA for several years and flew a 172 (along with other types) from an airfield at 6500 ft elevation with summer temperatures up to 30 deg C. Illuminating.
  17. djpacro
    THE RIGHT WAY UP DOWNUNDER! with Rich Stowell BRISBANE, AUSTRALIA 28 JUNE - 2 JULY 2024
  18. djpacro
    Rich will be hosted by Strike Aviation Training | Learn to Fly at Caboolture Airfield from 28th June until 2nd July. I will post the link to the webpage with details when I get it.
  19. djpacro
    Me too, I left after Andrew’s display in the Extra - the heat affected his performance too. Even then it took ages to get out of the car park. Quite a few people there, especially with that weather, so they would’ve been happy with their publicity. I would’ve flown in if the weather was better and I’d have offered red750 a seat.
  20. djpacro
    I heard a rumour that Rich Stowell is visiting Australia soon for some seminars and flight training.
  21. djpacro
    Someone happened to catch it on video.
  22. djpacro
    Try this Collision with terrain involving DHC-1, 'Chipmunk' VH-UPD near Coffs Harbour, NSW on 29 June 2014 | ATSB
  23. djpacro
    I don't see any of that in the report? Nowhere do I see a mod to the stick grip however there is mention that harness may restrain positioning of the stick.
  24. djpacro
    Not altogether, there's a wealth of information from NASA's GA spin research around the '70s which contributed significantly. I don't know what you mean about eroding "the original certification requirement"? I see some significant differences between CAR3 and FAR23 (the versions that applied to many aircraft around today). The latest FAR 23 is different again. I'll have a look for that older spin material, thanks.
  25. djpacro
    A recent USA AOPA article is relevant: https://aopa.org/training-and-safety/air-safety-institute/accident-analysis/flight-training-accident-report CASA issued AC61-16, Spin avoidance and stall recovery training , about 4 years ago which is consistent with Figure 5-10 of the Airplane Flying Handbook. However, the CASA Flight Instructor Manual has not been revised per ATSB Investigation AO-2017-096 of 22/5/2019. In the USA: Not so per the Australian Transport Safety Bureau AR-2020-047 Aviation Occurrence Statistics (rates update) 2010 to 2019 (the latest data): To repeat: in the USA flight instruction safety has improved whereas in Australia it has worsened. From Issue 107 of SportPilot Magazine we have this: Fine as far as it goes however, I didn't see any guidance on the use of rudder. It states to "level the wings" without explaining the technique. Better to stick with the FAA's Figure 5-10 and associated text of the Airplane Flying Handbook.
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