djpacro

Cutaway Eagle.

Yep, good roll rate. 164 deg/sec actually achieved by one pilot here. A little while back a number of aerobatic pilots submitted videos of multiple rolls from which the time from inverted to inverted was measured and the maximum steady roll rate determined. All did it with full aileron at Maneuver Speed. By comparison the Super Decathlon is 90 deg/sec.

Nice airplane to fly. I visited Frank in the ‘80s and he kindly spent much time showing me around the factory with a peek at his new project. I ended up working for Aviat.

I witnessed an accident where an unlicensed pilot was trying to take off in an unregistered aeroplane. He destroyed one aircraft and damaged another. Got his aeroplane trucked away within a few hours. I spoke to the guy who's aeroplane was destroyed. CASA took no interest because he did not break any of their rules, if it had lifted off the ground then it would've been a different matter. Neither did the police. Just one vehicle crashing into another on private property.

The next level up at a non-controlled aerodrome is a certified air/ground radio service (CA/GRS) per https://www.casa.gov.au/sites/default/files/2021-08/advisory-circular-139-d-02-guidelines-certified-air-ground-radio-services.pdf

Courtesy of CASA and the great flight manual debacle. Many years ago all aircraft here required Australian-specific flight manuals and ASI's to be in kts so all American airplanes had to be converted. Around 2001 CASA reversed and required all aircraft to use the original flight manual. So, now people end up with ASIs in kts and the flight manual using mph. Airplanes which had been operating for 30 years now had to get their original flight manual - at least one aircraft manufacturer refused to respond to such requests for airplanes that old.

I always consider the forces on the airplane ..... https://www.avweb.com/flight-safety/technique/turbulence-v-speeds/ Do the sums on gust loads. Manoeuvring loads and structural fatigue are adversely affected by overweight operation. So is performance but, as you say, a big engine is good. 20 kg .... 3% maybe .... almost trivial compared to those aeroplanes found to have incorrect empty weights a while back along with a gross error in crew moment arms so their CG was way further aft. Fixed by adding mass on the engine - a much bigger % increase - what effect does that have on the engine mount and forward fuselage structure?

I would and I do. Class D towers wouldn't specify a speed as they don't know what my airplane is capable of.

https://www.aircraftspruce.com/catalog/appages/gapseal.php Effectiveness depends on the design of the ailerons you have and the size of the gap. Some designs are not intended to have the gap sealed.

I'd like to fly one https://bevhoward.com/Buecker.htm Dragging the top of the fin through water like Fred Nicole sounds like fun ... https://sbeaver.com/Bucker/index.php/anecdotes-mainmenu-69?start=5

Somewhere in my filing cabinet I have a manufacturing plan for the SAH-1.

Instrument screws are brass for a reason https://www.aircraftspruce.com/catalog/hapages/brassinstrscrew2.php

Fleetwings, I used to visit it often. I’m pretty sure that it has been restored and flying now.

Cessna 152 Aerobat simply has this note in the POH. The 7ECA Citabria with the same powerplant doesn't bother.

And quite a few with VW engines, the Corby Starlet for one.

An inspiration to the rest of us!

The 242 is a very nice aeroplane to fly.

“ However, if customers register the aircraft as ‘Experimental’, then aerobatics are authorised…” pretty clear.

It needs more development in the area of handling qualities.

Easy enough to demonstrate roll due to rate of yaw - fly an airplane with nil dihedral (ideally a mid-wing, which I owned for many years) through a hammerhead/stall turn. See the different behaviour depending on whether you fly a good vertical (wings developing zero lift) vs wings developing a bit of lift.

Apologies, I must've misunderstood your comments about your instructor. The effect of aileron in a spin for the Cessna (which has Frise ailerons) is significantly different than for the Decathlon, the opposite effect in some situations. (Cessna published a comprehensive document on spinning.)

Suggest that you try another instructor. Reading CASA AC 61-16 may assist. Totally agree with that bit except about the Frise ailerons.

Let us know how you go with the course. Hopefully you get the full, complete theory and enough practice that the techniques stick (for a while) and you don't automatically do the wrong thing in their scenarios.

from https://www.flyingmag.com/aps-webinar-featuring-learn-to-turn-rich-stowell/ from https://www.aopa.org/training-and-safety/air-safety-institute/implementing-learn-to-turn-with-rich-stowell

Yes indeed. Many pilots are surprised when I talk to them about that. A good primer for UPRT is https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch5.pdf UA recoveries from failed aerobatic manoeuvres in an aerobatic course share some of the elements of UPRT and unfortunately some schools have simply rebadged their extreme UA recovery courses as UPRT. My advice for people looking for UPRT is to see what EASA specifies for their Advanced UPRT course and compare that with what is being offered. https://www.apstraining.com/resource/easa-advanced-uprt-requirements-are-a-big-step-toward-reducing-loc-i-fatalities/