djpacro

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

4 hours ago, GraemeK said:

It was at the Shell servo at Laverton, but I don't know any of its history!

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.

4 hours ago, facthunter said:

Plenty of aerobatic aircraft didn't have negative gravity oil systems. …..

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

An inspiration to the rest of us!

On 31/12/2021 at 10:51 AM, FlyBoy1960 said:

Why is the Jabiru such a difficult plane to fly?

 

Seems to require above average pilot skills for what is generally a low performance aircraft by comparison with some others.

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.

11 hours ago, APenNameAndThatA said:

I don’t understand the bit about getting another instructor. And I googled it and I dont understand the bit about Frise ailerons. When I was spinning the Extra, I used opposite stick and rudder directions, so it was not just the instructor’s way of doing things. 

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.)

14 hours ago, APenNameAndThatA said:

But my instructor said that if you put in forward elevator when you are inverted in the autorotation you might stay inverted. 

 

The autorotation stage is a mystery to me. And my instructor literally does not know when the stall ends and the autorotation starts. 🤷‍♂️  I brought that question up here before and no one else seemed to either.  

 

Suggest that you try another instructor.

Reading CASA AC 61-16 may assist.

14 hours ago, facthunter said:

The Decathlon probably has Frise ailerons ..... There's a big difference from some planes to others and you should know what's specific to the type. You are not supposed to be test pilots.  Nev

Totally agree with that bit except about the Frise ailerons.

On 10/12/2021 at 11:00 AM, APenNameAndThatA said:

I did my first lot of upset and recovery training yesterday. I ***KNEW*** that if your aircraft is inverted, you don't pull back on the stick. And before the manoeuvre, my instructor said, over and over, that if you are inverted, you roll the aircraft level to the nearest horizon. When I was inverted, I still automatically recovered by pulling back on the stick and doing half a loop so I was upright again. 

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.

Quote

Upset prevention and recovery training (UPRT) has been developed during the last decade to address the category of accidents ascribed to loss of control in-flight (LOC-I).

Rich Stowell, considered a “father” of UPRT, looks at another way to approach LOC-I mitigation with a webinar presented by Aviation Performance Solutions (APS), “Learn to Turn: Laying the Foundation for Proper Upset Prevention and Recovery Training Skills.”

from https://www.flyingmag.com/aps-webinar-featuring-learn-to-turn-rich-stowell/

Quote

Released to the aviation community in September, the free Learn to Turn program takes a stick and rudder approach to reducing loss of control. This webinar focuses on increasing awareness of the consequences of your control inputs and describing training exercises designed to improve your basic flying skills. Master Instructor Rich Stowell shares tips and techniques that will help you be a better and safer pilot.

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

21 hours ago, APenNameAndThatA said:

What you are taught fist sticks most. Instead, people should be taught that the elevator controls angle of attack.

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/

Quote

How Does EASA Define UPRT?

The Advanced UPRT course in Europe is seen as an important step towards enhancing a commercial pilot’s resilience to the psychological and physiological aspects often associated with upset conditions. The required Advanced UPRT course must include at least 5 hours of theoretical academic instruction as well as at least 3 hours of dual flight instruction in an airplane. The original designers of the EASA solution intended for the 3 hours to be in delivery of actual UPRT in the training area, not block time. 3 hours in the training area is enough. Based on APS’s three decades of UPRT experience delivering UPRT, 3 hours of block time is unacceptably low to deliver effective UPRT that will make a difference in safety.

On 19/10/2021 at 8:54 AM, Flightrite said:

I believe it’s too easy to get a plane ticket at the GA level, always has been so this will be interesting to see if this does filter down to the bottom end, probably not.

 

EASA is incorporating basic UPRT in their PPL and so is the USA FAA to some extent. The FAA revised their Airplane Flying Handbook a few years ago https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch4.pdf

EASA is leading the way with UPRT in simulators as well as their on-aeroplane advanced UPRT course mandated https://www.easa.europa.eu/faq/44870

I believe that CASA is currently looking at just UPRT in simulators so a long way behind EASA. Incidentally, CASA has just discovered that NACA's 1935 standard spin recovery method is not really applicable to current training types https://www.casa.gov.au/files/advisory-circulars-61-16-spin-avoidance-stall-recovery-trainingpdf 

Pilots at the bottom end may choose to do UPRT. Consider https://www.aviationsafetymagazine.com/features/undoing-an-upset/ but noting that quote attributed to Patty Wagstaff "is on record as saying that upset recovery “is just aerobatics;” to one well-versed in that discipline, no attitudes are really unusual." I was at this event when she said that however she said a whole lot more - https://www.flyingmag.com/ntsb-forum-looks-into-loss-control-inflight/ An aerobatic course is not UPRT as explained by that FAA handbook above, nor is it a new name for the common EMT courses.

More real examples of flutter on GA aircraft where the crritical mode is way below Vne at http://acversailles.free.fr/documentation/08~Documentation_Generale_M_Suire/Aerodynamique/Flutter/Taming_the_flutter_monster.pdf

Often the critical flutter mode is at an intermediate speed i.e. it is not as simple as the higher the TAS the closer to flutter (although, yes TAS is the appropriate figure to consider). I know of one high wing GA airplane - fabric covered with struts where the flutter speed was around 100 kts - fixed with the appropriate aileron mass balance - Vne is 133 kts IAS.

This set of slides is from the FAA showing the typical  process of flutter analysis and testing https://www.kimerius.com/app/download/5784128936/Flutter+and+aeroelastic+stability.pdf

Page A-59 shows an example of flutter at less than Vd, design design speed, and the flutter margin improves at higher speeds such that there is no flutter at Vd and above.

Depending on the design basis for the detail, but taking FAR 23 as the typical one as most are consistent with this: Vne is defined as IAS, full stop, for little airplanes. Determination of flutter margins must take into account the maximum TAS that the airplane can achieve. Testing therefore, the test pilot takes the airplane to the maximum altitude then dives to the required test airspeed.

This article is useful reading: https://www.australianflying.com.au/news/vne-and-flutter-explained

(Earlier versions of FAR 23 required the use of CAS rather than IAS so you will encounter variations with altitude. Faster airplanes will have a scheduled Mach number limit as well).

You must read FAA AC 23-8C Flight Test Guide for Certification of Part 23 Airplanes for background - see Page 106 onwards. https://www.faa.gov/documentlibrary/media/advisory_circular/ac_23-8c.pdf

Then their guide for homebuilt airplanes at https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC 90-89A.pdf

CASA also has their own flight test guide for home-built aircraft which is based on AC 23-8. https://www.casa.gov.au/airworthiness/standard-page/flight-test-guides as does the LAA http://www.lightaircraftassociation.co.uk/engineering/flight_testing.html

EAA too https://www.kitplanes.com/new-flight-test-manual-from-eaa/

4 minutes ago, aro said:

Neither ascribe any benefit to flying every 30 days. They recommend preservation if the engine will be inactive for more than 30 days.

 

Flying every 30 days is probably the worst case scenario - often enough to produce water and acid combustion byproducts, not often enough to give the benefit of frequent flying, and the engine is not inhibited.

"In general, manufacturers recommend that for engines which won’t be flown for 30 days or more, a preservation regime should be instigated." So, one or the other.

"The desired flight time for air cooled engines is at least one continuous hour at oil temperatures of 165°F to 200°F at intervals not to exceed 30 days ..." so that is what I do.

3 minutes ago, turboplanner said:

The first letter you posted relates back to Lockdown 4 , was from Dept Jobs, Precincts and Regions and appears to be clarifying the boundaries for an essential worker.

 

The second letter from CASA is undated and is an opinion - this may even come from 2020.

 

The only authority issuing lockdown instructions is DHHS through the Chief Health Officer and the basis for leaving home is very clear.

I would agree with Aro, in getting an essential Aircraft Maintenance person to fly the aircraft if that was really necessary.

Yep, same rules apply now. Closed businesses may undertake essential maintenance.

Yep, CASA email is just an opinion. I only have that extract however I understand it is quite recent.

Maintenance per CASA https://www.casa.gov.au/files/awb-85-021-issue-1-–-piston-engine-low-utilisation-maintenance-practices and Lycoming https://www.lycoming.com/content/service-letter-no-l180b

12 minutes ago, tillmanr said:

Don’t have a reference for private aircraft maintenance do you? In particular RAA types.

No, sorry, however I'm aware of recent discussions. I've suggested to my friends that they get their mechanic to fly it for them.

Aviation businesses are permitted to fly aircraft per maintenance requirements. The alternative is to inhibit the engines.

Like the discussion regarding the loss of a Bristell leaving Shell Harbour yesterday becoming a discussion around other things ... obviously suits many but ...

 

deleted...mod

I have 48hrs now to make a decision on IPS or XF

 

Power off - yes, get rid of features not needed.

But step #1 is still unload. I’m not talking about thread drift but the pervasive hijacking of threads and forums. I only come here for the declared subject - recreational and general aviation. I’m not going to bother sifting out the irrelevant stuff which means I look in here less often. I have lots of other interests, places to go, people to see. I go elsewhere for political opinions and rantings if I want them.

Dj I thought using aileron in the stall was bad and only rudder should be used to stop any yaw until recovered.

 

Spins are prohibited in the musketeer but I have read that during testing the only way they could get in a spin was to hold aileron against the direction of rotation. 

 

Totally agreed.

Standard pilot theory is that aileron will have an adverse effect at the stall, particularly when that part of the wing is about stalled. Note the words: "It shall be possible .." so a test pilot must be able to do it ... so the wing design must allow for the outer part to be sufficiently away from the stall for the ailerons to work normally ... with the aircraft in balance etc. Just because a test pilot can do it under test conditions doesn't mean that it is appropriate for unintentional stalls.

There is an aerobatic Musketeer however I have not flown one. Aileron against the spin on entry is required on a number of types to get them to spin - but that is also with full back stick and full rudder - unlike the certification stall requirement where the stick is also coming forward and rudder is used to oppose yaw.

Spin resistance is the key.

Thanks DJ...so in context of the site what would you do for:

 

unload - ???

 

Obviously, recovery actions for a spiral dive in an aircraft would not strictly apply but just an idea to focus on the objectives and how to achieve them.

I just went to a part of the forum about “General discussion on recreational and general aviation” and got into a discussion about drugs. Why would I bother?

So, my first thought is to unload the irrelevant stuff.

Learning to fly in an aircraft that is easy to fly but with sensitive stall characteristics ....

 

LSA requirement is "It shall be possible to prevent more than 20° of roll or yaw by normal use of the controls during the stall and the recovery" i.e. during the stall aileron must be able to be used to control roll. FAR 23 certified airplanes are similar but the requirement is 15°. I wonder about the Bristell.