djpacro

Just passing through so a very short, incomplete response.When I do a flat upright spin in something like a Pitts - outspin aileron to flatten it, a lot of power to further flatten it then move the stick forward to accelerate it and flatter still. Power effects include gyroscopic forces as well as direct thrust and slipstream so the effects are different between left and right spins. Perhaps I will find a link for some reading on the subject.

If you don't get the RPL along the way then you (and the school) need to consider the limitations of a student pilot per CASA's new rules. e.g. flight time and calendar time between dual checks (don't go on a long solo nav).

Ask them to give me a call - engineering consulting rates will apply.

I must owe you a half decent bottle of red now. This video is perhaps more relevant to the general discussion on spins (I know nought about the Brumby): Its quite long but you only need to watch the first few minutes to see the unrecoverable flat spin mode of this experimental airplane - tail #4 has the horizontal stab moved aft compared to the standard airplane (somewhere there is a video of its unrecoverable flat spin mode too). Another interesting spin at 16 mins but this time with a modified wing.

I think it was.

Yep, for many types but for some inspin aileron flattens it with delayed or nil recovery.

The Beggs-Mueller technique works for some types and does not work for others. For some types it works in some spin modes but not in others.But that method described isn't even Beggs-Mueller which includes full rudder opposite the yaw. And that is for an aircraft approved for intentional spins. Disappointing from an aerobatic instructor.

AOPA members had ample notice and opportunity to provide input to Eureka beforehand. The text of Skidmore's email suggests to me that it did not follow a considered decision regarding conflict of interest but perhaps next weekend we will hear rumours from his side.

Wingtip strike often requires replacement of wooden spars.

I never undertake spins casually in any aircraft.

I've done a lot of time with lockable tailwheels - if set up properly they don't need to be locked to track reasonably straight on landing and steer in taxi with rudder generally, brakes only required in a strong wind - Haigh or Raven https://www.skyshop.com.au/pdf/2009-2010_catalog%20254.pdf I note that many ag pilots disconnect the tailwheel steering springs.

Some guys gave it worse - CASA requires helicopter ATPL to do the 727 as well.

Not all twins have performance data provided for rejected takeoff and continued takeoff. The POH for at least one twin has a statement to the effect that regardless of the above ... do not continue on one engine.

Late here so .... it is goodnight from him.

Individual parking spots saved in their G1000.

complied with the rules at the time .... but Part 61 is now very specific as to the registration of an aircraft which a PPL may fly (but this is just my opinion from my recollection of reading these rules quite some time ago).

Interesting to compare this lesson plan with CASA's new sample syllabus for Part 141.

Good Oscar, I was about to respond. Lots of ifs and buts in FAR 23 - my favourites are wrt Maneuvering Speed.

Nope, read 23.395 then 23.397 then 23.399.

Interesting that the new ontrack guide suggests a radio call outbound but not inbound. I use words something like traffic eastern lane then as per that guide. If cloud base is low there may be opposite traffic at the same altitude so I like to keep to the right of the pretty purple dots and avoid nice round numbers on the altimeter - scary to see others as they pass close by.Personally I prefer the Glenburn gap if the weather is good enough.

Perhaps the significant cost in transitioning to the new Parts 61/141/142 rules contributed.

will oblige many aerobatic aerobatic aircraft inbound to Moorabbin after a typical aerobatic flight to call "MINIMUM FUEL" as we're typically unable to carry much more than a generous 45 mins fuel reserve to stay within max aerobatic weight limitations. Lucky that CASA doesn't also require us to wear parachutes.

Nope, not a fact at all. For parts which require a safe life then it is whatever it turns out to be. If for a part it is, say 1000 hours, for discussion then it will not break (unless operated contrary to that expected for fatigue life determination) at that safe life which is a small fraction of the life determined for it. Simply buy another one and take comfort in the safe life concept.

and you need to keep the policy in place for some years after you stop the work.