djpacro

1. When doing that stuff is when full control deflection is used .... so pilots must know the associated limitations. Some obviously don't eg https://aviation-safety.net/wikibase/39811 2. As you know, G limits are generally much less in the nose down direction (negative G) so full down elevator, at an airspeed where full up elevator would not cause the positive G limit to be exceeded, will cause those negative G limits to be exceeded. Some notes on this at https://www.aviationsafetymagazine.com/airmanship/the-yellow-arc/ There is NOT a separate Va for negative Gs and the FAA didn't see it necessary to come up with a different Vo for negative Gs. eg https://www.atsb.gov.au/media/news-items/2020/flight-control-confusion

Mick is eminently sensible and an excellent businessman.

From the FAA's AC on light aircraft certification. AC23-19. "The design maneuvering speed is a value chosen by the applicant. It may not be less than Vs√ n and need not be greater than Vc, but it could be greater if the applicant chose the higher value. The loads resulting from full control surface deflections at VA are used to design the empennage and ailerons in part 23, §§ 23.423, 23.441, and 23.455." That is an important point - the engineering purpose of VA is to design the tail and the ailerons - NOT the wing! "VA should not be interpreted as a speed that would permit the pilot unrestricted flight-control movement without exceeding airplane structural limits, nor should it be interpreted as a gust penetration speed." Pilots - please note this. "Only if VA = Vs √n will the airplane stall in a nose-up pitching maneuver at, or near, limit load factor. For airplanes where VA>VS√n, the pilot would have to check the maneuver; otherwise the airplane would exceed the limit load factor.” Yep, what a surprise to pilots, VA can be more than VS√n ! Do the arithmetic on the airplane that you fly to check what you have. Don't forget to use CAS. "Amendment 23-45 added the operating maneuvering speed, VO, in § 23.1507. VO is established not greater than VS√n, and it is a speed where the airplane will stall in a nose-up pitching maneuver before exceeding the airplane structural limits." Yep, but you will only see that in new airplanes designed recently.

https://www.faa.gov/documentlibrary/media/advisory_circular/ac_43.13-1b_w-chg1.pdf

It attracted a little bit of interest when the first one appeared but …. only 3 as of 2015 indicates its relevance. My last recollection of anything about it was a fatal accident involving a well-known pilot some years ago.

Some pics from my visit to the CallAir Museum in 2013. Glen Call was my guide.

It isn’t as bad as it looks! http://aussieadsb.com/airspaces Just take the time to identify what is relevant and the lower altitude of each section of restricted area. Easier on weekends. This is old but the general explanation may help http://redcliffeaeroclub.com.au/files/AMB12nov15.pdf More info here https://www.casa.gov.au/search-centre/stay-ontrack-flying-gold-coast-region/general-military-information#RAconditionalstatuslegend Give RAAF a call at your planning stage, they will appreciate it https://www.airservicesaustralia.com/wp-content/uploads/VCA-Hotspot-Amberley-flyer.pdf I recently flew Melbourne to Watts Bridge and return. That leg was Gunnedah to Watts Bridge, however on quite a few previous trips I have stopped at Moree. Fairly straightforward from Watts Bridge part of the world to Caboolture however a busy area.

I don't believe any have come from the factory like that. After the great crew moment arm debacle https://www.bristell.com/wp-content/uploads/2022/12/BRM-Safety-Alert-001_2020_R2.pdf Prior to that the POH had a loading example with two people of my weight shown to be within the aft limit. The revised POH omits that example as we'd be way behind the aft limit. I wonder if they checked the strength of the engine mounting.

https://www.casa.gov.au/search-centre/manuals-and-handbooks/designated-aviation-medical-examiners-handbook/44-special-reports-and-periodic-tests-required-medical-certification#Designatedaviationmedicalexaminer'sreferencecharts states that “private pilots, if clinically indicated” so there must be a particular need for them to have required the tests - perhaps just the fact that you do one every two years or perhaps those test results indicated a clinical need. 116% heart rate? CASA requires 100% or 145 bpm for your age. It is counterproductive to try to impress them with any more - coast along at 100% so the results are better? I went to a Vic Aviation Medicine seminar some years ago where a CASA speaker said that they’d rather have someone die on a treadmill than in an airplane. Lots of info around on this subject, my advice is do all you can to improve the test results and ask your DAME to verify the need.

A hard landing does not result from landing with a tailwind. Same as engine stoppage (say, from carb icing, per another ATSB report) does not result in a fatal accident. That ATSB report also noted the stall/spin and the pilot's prior history of flying very close to the stall in the circuit on landing approach. Proper training is warranted. Incidentally, that modification is very complex for a retrofit.

“EC device transmission must be deactivated when used in an aircraft with an Extended Squitter (ES) ADS-B Out Enabled Transponder in use. The SkyEcho web based configuration page (198.168.4.1) allows you to turn off the transmit function while still being able to receive traffic for display on the compatible app.” https://uavionix.com/products/skyecho/#faqs

Unfortunately not! I hire my Super Decathlon and insist on reviewing the pilot's completed Endorsement Questionnaire (the CASA template) before they fly it. Almost invariably, pilots who got their tailwheel endorsement from a different instructor or at another local flight school, had not previously done that questionnaire. Nor have they ever done a W&B calculation for the type previously despite undergoing their tailwheel training on it - a CASA requirement for the endorsement ignored by the instructor. A very large percentage of people then get it wrong despite the detailed instructions and sample in the manual. It doesn't help that CASA theory exams still require pilots to learn the old CAA loading systems and "P" charts which are very different from the way they are presented in typical GA POHs.

A few C152's around have the STC for increased MTOW however max landing weight is unchanged.

He did the same for an airplane that I used to own when it was imported in 1989. I bought it in 2001. Standard format for the old Australian (CAA, before CASA) flight manuals. AN35 is his # as a Weight Control Authority.

Firstly, it depends on what type you are transitioning from and to? Secondly, it depends on your competence in completing the flight review. CASA spells out exactly what the requirements are. Complete the form and they will convert your RPC to an RPL with nil actions required. https://www.casa.gov.au/licences-and-certificates/pilots/pilot-licences/getting-recreational-pilot-licence-rpl# Stuff required to use the privileges of that RPL. The main cost is in doing the flight review. I wouldn't put a figure on the number of hours unless I had flown with him/her first to make an assessment.

The airplane in your top photo, VH-EGT, came to a sticky end (unsurprisingly). https://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-163

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