djpacro

As much as 6K vis? Very much less down the road at Narromine.

I guess that it is something like this https://www.iac.org/media-gallery/detail/3847/10313

The DR-109 is noticeably different. Can’t think what it is at the moment.

Obviously a big gap for him but he has been building up other aspects of his business - not new as Red Bull had a long pause a while back - e.g. just before the last race he had a charter to the outback in his King Air.

For info, I note that many put stuff like this in checklists: "check oil pressure in green within 30 seconds". Lycoming actually states: "If minimum oil pressure is not indicated within thirty seconds, stop engine ...". Short story is that it does not have to be within "the green". Quite a few variables such as different installations in different aeroplanes (my aerobatic aircraft have lots of extra oil hoses for the pump to work against when cold especially), ambient temperature and type/grade of oil.

Interesting question (miserable weather this weekend so people get to put up with me online). It seems that the book figure is 47 KIAS? I can't find the conversion to CAS. My copy of the Owner's Handbook states that the stall speed is 57 mph = 50 kts - perhaps that is CAS? I wonder if RAA knows - surely they have looked at it and determined whether it complies with the requirement for a Vso of 45 kts? Pretty simple to me - if it complies then OK and if it doesn't comply then cannot be registered RAA (I recall that we've seen this before). Interesting that CAO 95.55 simply refers to a Vso of 45 kts without stating whether it is ASIR, IAS, CAS etc. The CAO refers to the CASR dictionary which has a simple definition of Vso without stating whether it is ASIR, IAS, CAS etc. That dictionary refers to the USA FARs section 1.2 which has the same definition also without stating whether it is ASIR, IAS, CAS etc. So, nowhere do the rules state that your Vso has to be CAS so I guess you get to choose yourself? Fit an ASI which has lots of error in the right direction and demonstrate it shows less than 45 at the stall.

Refer ERSA for alternatives to NAIPS.

Interesting that from https://cafe.foundation/v2/pdf_cafe_apr/rv-9a.pdf at 797 kg the stall speed is 42.7 KCAS.

Actually they are not CASA's words - Australian Flying Magazine got it wrong. At least CASA knows that a PA-22 is not a Tomahawk. The magazine introduced IAS but CASA just stated stall speed of 45 kts per the CAO so I guess they haven't yet worked out if it is supposed to be IAS or CAS. The STCs for VGs on little aeroplanes generally don't come with a POH supplement showing the lower stall speeds and performance per https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20001212X20122&key=1 so officially the stall speed has not changed.

Certified aeroplanes are required to determine Vso in CAS however the figure may not be in the AFM/POH as I have discovered. Yep, I think someone in CASA will eventually work it out. ...... Even homebuilt aircraft are supposed to determine stall speed in CAS per https://www.casa.gov.au/file/122726/download?token=NFLC3fMe per https://www.casa.gov.au/file/152031/download?token=8ztVbEcR so CASA thinks that the figures are available. I am sceptical.

I think you will find that it is stall speed in CAS not IAS. Generally, CAS is a higher figure than IAS. Then there is the technical issue of determining stall speed in CAS for some.

https://www.amazon.com.au/Stalls-Spins-Safety-Revised-Sammy-ebook/dp/B008P1HLJ4

Questair Venture

Plus: it is less unstable with more download on the tailwheel giving the tyre extra friction so it definitely helps to put the stick in the correct position. Of the two airplanes I usually fly: Super Decathlon with just the pilot in the front seat I can easily pick the tail up however with the Pitts S-2C I cannot budge it myself, let alone with the pilot in the rear seat. Still, the Pitts gets twitchy halfway through the landing roll.

Indeed, I rarely do a loop in the circuit and also rarely go up and over into an Immelmann turn. Rolls are very quick so go unnoticed.

Thanks, my Pitts comes down very steeply, 90 kts over the fence.

My Pitts will be very much closer to the runway than most types. At 150+ I might choose to be one downwind at 1500 ft and be closer than the average 172. I turn base abeam the piano keys.

Those hazardous attitudes are from the USA FAA who always seem clearer to me than what comes out of CASA. I always recommend that pilots read their Handbook of Aeronautical Knowledge https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/04_phak_ch2.pdf One of my friends was criticised by a coroner for not reporting - he said that he had counselled the pilot previously, nope he simply should've reported him as it probably would've saved his young passenger. I've used this ATSB facility before - REPCON is a voluntary and confidential reporting scheme. REPCON allows any person who has an aviation safety concern to report it to the ATSB confidentially. Protection of the reporter's identity and any individual referred to in the report is a primary element of the scheme. https://www.atsb.gov.au/voluntary/repcon-aviation/

USA rules have been fairly stable for many years. UK (although EASA changing that but Brexit will fix it) also does not require training in aerobatics and has no aerobatic endorsement etc. Guess what their minimum height for aerobatics is? Indeed, accidents stats for those activities are similar to here.

I often see cries of "racist" to shut down discussion but this is the first time that I've seen one on stalls closed down. There is a button up there to report a post if you don't like it or take that discussion elsewhere .... anyway I'm off ......

That document was written nearly 30 years ago and refers to NTSB recommendations from over 40 years ago. The NTSB has recommended UPRT training for some time now - refer ICAO requirements. Good stuff to read here: https://www.safepilots.org/resource-center/public-documents/avoiding-loss-of-control/

CASA still hasn't defined what they want in the way of an incipient spin as required by Part 61 and that licence test form. https://www.atsb.gov.au/media/news-items/2019/incipient-spin-concerns/ I look forward to the ATSB report on Bristell spin accident. CAAP 155-1 is way out of date after Part 61 so largely irrelevant and incorrect these days. CAR 155 has been stripped of most content and will disappear entirely when Part 91 takes effect. CASA has a new definition of aerobatics which leaves little doubt as to whether stalls are aerobatic or not - depends what is done. Your instructor should've referred you to his school's Ops Manual as it almost certainly would have a minimum altitude specified for stall training.

Your instructor should answer that question specifically regarding your nav training so I'll just note some free material online. The USA FAA has excellent handbooks: https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/ https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/ This may also interest you: http://www.dylanaviation.com/

Best time for for a short aerobatic flight is at the end of the day so taking off 20 minutes prior to last light is what I like. All flight schools that I am aware of have 30 minutes before last light in their Ops Manuals. It seems to me that this rule has changed in Part 91.

When building an aeroplane back in the ‘80s, I’d say “treat it like steel”. 35 years later it is still going strong in serious aerobatic competition.