AeroGirl

Well, it looks like CASA has finally cracked it with Jab, been a long time coming. It will be interesting to see if Rotax becomes an option for factory Jabiru's now...... It is going to hurt a lot of RAAUS schools though, and I feel sorry for them.

Hi Chrism, great stuff, look forward to meeting you all, a UNICOM will be in operation on 118.1 on the ground, to help with guidance for parking. All, just a reminder that it is on this Saturday 0900 hrs, the seminar is free for anyone to attend, so please come on down to Jaspers. We also have 1 flight slot left for anyone wishing to do a hands on introductory lesson on the day. It is going to be a great day. Sally

Of course you will be there, else you would be sleeping on the lounge hun. ;)

Free Upset Recovery / Emergency Manoeuvre Training Seminar at South Coast Recreational Flying Club, Jaspers Brush Airfield on Saturday 2nd November 2012.

Hi Everyone, The Red Baron team will be hosting a FREE Upset Recovery / Emergency Manoeuvre Training seminar at the South Coast Recreational Flying Club, Jaspers Brush Airfield, Jaspers Brush on Saturday 2nd November. The seminar is conducted by the CFI of Red Baron, who is one of the Upset Recovery / EMT Experts at Red Baron. On the day 2 of the Red Baron Alpha 160A aircraft will be available for hire with instructor for a special rate for those wishing to have an introduction to Upset Recovery, Emergency Manoeuvre Training or Aerobatics. Depending on the student, these flights can basic Upset Recovery/EMT introduction through to Aerobatics introduction. Also for those just wishing to do a 'hands on' or 'hands off' aerobatics joy flight, these will also be available. Please see the attached PDF for further information. Red Baron EMT at Jaspers.pdf Red Baron EMT at Jaspers.pdf Red Baron EMT at Jaspers.pdf

Yes you are correct in the bands that Australian GSM uses, sorry, but the problem still remains, the distance mobile phones are designed to communicate is up to about 35 km, not the 33,000 km or so required to reach a satellite in orbit. So GSM is quite useless for SAR in remote areas of Australia, even on Telstra. Packet size is never an issue, since we are talking about a few kb of data to transmit co-ordinates and a unique ID.

I believe the issue with RAAus failing to publicise Jabiru engine failures, or force Jabiru to do something about it comes down to statistics. In RAAus eyes, there is simply not that many engine failures to warrant action, this is because people are not reporting the failures to RAAus, but seam to be just going back to Jabiru for repairs. Jabiru have not got a reason to make the statistics public, they probably want to suppress them, as they are in the business of selling aircraft/engines (as dodgy as the engines appear to be), and do not want to loose business by issuing a recall, or the public loosing confidence in their engines by offering the option of installing a Rotax instead of the Jabiru engine in their aircraft. So the answer would seam to be, if you own an aircraft with a Jabiru engine (or any other engine), and have an engine failure, report it to RAAus, (or CASA for VH rego) then RAAus has some statistics to use to force some action against the manufacture. Without those statistics, RAAus cannot do anything.

I do not believe so, GSM mobile phones work in the 1800 Mhz frequency, and require line of site to work, they do not operate with high enough power for it to be received by a satellite, let alone enough satellites to gain a position fix. An aircraft with 3 GSM antennas could pick up and obtain a fix on the location of the mobile phone by flying overhead. Not likely, although an aircraft so equipped with GSM base station equipment could probably call the phone. If you have a Satellite Mobile Phone then they could call you using the Satellite Mobile Phone network, just by calling your the mobile number associated with that Satellite Mobile Phone, they could probably, in theory, also obtain a good fix using multiple Satellites to locate you, but not many people have these, as they are expensive. You can however rent them, which is probably a good idea if you are going remote, no matter what your means of transport. The Satellite Mobile Phone network has coverage all over the earth, with a few very small black spots. BTW, the SPOT Messenger devices make use of the Satellite Mobile Phone network to send packets back to SPOT with your co-ordinates obtain using a built-in GPS receiver, and well as alert SPOT in an emergency.

PLBs are great, if activated, otherwise totally useless. G force activated PLBs do not have a high success rate of activating, therefore if you do crash, and are unconscious, you cannot rely on it to activate. PLBs also do not leave a breadcrumb of where you have been, so in a situation where you are unconscious, and the PLB did not self activate, you are as good as dead, unfortunately. SPOT on the other hand, if activated to do so before or during flight, will leave a series of breadcrumbs back to SPOTs servers every x minutes. It also has an emergency activation button, which can be activated to alert SPOT in the US that you are in trouble and need help, they will then contact the relevant authorities based on where you are for assistance. In the case where you crash, and are unconscious, it still relies on you to activate it, just like a PLB, but where it differs is that the whole time it has been leaving a series of breadcrumbs, so when authorities are alerted by a loved one, the person with a flight note, or even an expired SAR time, that you have not checked in, they can contact SPOT, and find either the current position of the SPOT (if it is still working post crash), or the last known position and time stamp of the SPOT, thus giving SAR somewhere to start looking, and increasing your chances of being found and thus surviving. SPOT even have a version which you can attach to a mobile phone via Bluetooth and allows you to send a standard text message over the mobile satellite network, in which case if you need help, but are not in danger, eg flat tyre in the middle of nowhere, or out of fuel, and simply need a family member or friend to come and collect you, you can send such a message, including a link to your location. I have no idea why CASA does not allow SPOT as a substitute for a PLB, as in my opinion it is far superior to a PLB, and can greatly increase your chances of survival over a PLB, thanks to the breadcrumbs. Maybe SPOT can create a future version that is also a PLB, thus serving the purpose of both devices.

Myself and Ultralights were at the hanger over the weekend doing some maintenance to UL's aircraft (it was pouring down rain), when in walked the owner of an aircraft which will remain nameless (the said aircraft model has a reputation for having the ballistic chute pulled regardless of the situation, for example spin recovery, and recently an engine failure over pristine outback farmland), lets call him Mr C with some guests, one carrying an unlit cancer stick in his hand. Upon noticing this, I regularly popped up my head to keep an eye one Cancer Man (who is obviously not a pilot), just incase that unlit cancer stick become a carcinogenic spewing variety. Mr C and Cancer Man decided to go on a photo shoot, draping themselves on the Extra and Pitts located in the hanger, Cancer Man looking quite proud of himself being photographed with these aircraft but never having actually been in one for a joy flight, all the time with an unlit cancer stick in hand. After a while, Mr C and Cancer Man have finished moving around the hanger, pretending to be proud owners of the array of aircraft in the hanger, and begin preparing his aircraft for a high altitude IFR flight for the next day. Out comes the oxygen bottle to top up the on board oxygen bottle on Mr C's aircraft, and filling begins. Meanwhile, despite all the AVGAS stored in fuel tanks on Mr C's aircraft, as well as other aircraft, not to mention the extremely flammable gas, oxygen currently spewing forth from the oxygen tank to the internal tank, Cancer Man in all his wisdom, light up his cancer stick, WTF!!!! I hurried over to where they were, yelling at Cancer Man to put the thing out, he looks at me dumb, and then Mr C tells him to go out the door, which goes airside. He is sending his guest, air side at a secure aerodrome with a lit cancer stick. I tell him to not to go air side, to put out the cancer stick, and if he is going to smoke he must go out the front. I also gave Mr C a serving about his responsibilities with his guests. I was not impressed.

Hi Marc, Just thought I would ask if there was any further testing of the Sling for spin recovery, and what recovery technique was used in the failed spin recovery where the pilots bailed, and the aircraft righted itself? It would also be interesting to know what the recommended recovery technique is for the Sling. I saw the Sling at Evens Head fly in today, and was impressed with the build quality, and is an aircraft I am keeping an eye on for a possible future purchase. Regards, Sally

All they need to do is put a Rotax in them, and make the rudder bigger and they would be a great little aircraft. I would never buy a Jab, not with a Jab engine.

Where is the answer of "My partner was/is a pilot"?

Hi All, Just finished editing my video from last Saturdays aerobatics pre-solo check flight, which I passed, so I can now do solo aerobatics. I was supposed to do my first solo aerobatic flight today, but unfortunately I am sick with a cold, so hopefully that will take place next Saturday. Anyway, here is my video. https://www.youtube.com/watch?v=8Y8VvtqZWtk Remember, do not try this unless you are endorsed to do so, and have an aircraft that is also so endorsed, else go to your local flight school that specialises in aerobatics, and learn how to do it.

Thanks. Yes that is a 3D GoPro setup behind me, unfortunately only one of the cameras actually recorded video that day, which is a shame. We only just got the 3D kit and are still working out the best placement for it. I got 3D footage in the next flight I did (which was last Sunday and was also a spinning lesson), but it was not that great cause it was too close to the back of my head, so there was issues with convergence. Hopefully we can find a good placement for the 3D kit on my next flight.

After the reaction to my previous video, and posts I have been agonising over if to post this here or not, but anyways, here it is, my first ever formation takeoff. I have flown in formation once before with my instructor, but did not do the takeoff, but for this flight I was in control for the entire formation portion of the flight (which then went on to the first lesson for my spin endorsement and the now infamous video thread). Anyways, without further ado, here it is, my first formation takeoff.

If I had have know that what I wrote was going to cause so much controversy I would not have written it, the reason I did was to respond to other posters in an informative manner because of comments around the training I am receiving being incorrect in their eyes. Unfortunately common sense and taking responsibility for ones own actions is so lacking in today's society it is getting to the point where people are afraid to say anything in case someone jumps on you about it, or decides in their own stupidity that they may try it without the appropriate training and in in-appropriate aircraft. The founder of Sydney Aerobatics School (now called Red Baron), Noel Kruse has published an excellent, and free, set of aviation books on his Fly Better website, and soon will also publish the 5ht edition of the series which is on aerobatics, there are also countless other publications in print and on the web on how to do aerobatics. Do we suggest that we work on banning or suppressing all of these just because of a few stupid individuals who might go out an try it without the appropriate training, endorsments, aircraft and kill themselves? Irrespective of my post, people who decide to undertake risky things, such as spinning and aerobatics, without the appropriate training and equipment, such as the people in the videos posted who died, will do so regardless of what you or I say, and hence are prime candidates for their genes to be removed form the gene pool. I am seriously thinking of removing the post and disappearing into the void I HAVE SAID IT BEFORE AND WILL SAY IT AGAIN, IF YOU THINK ABOUT TRYING THIS WITHOUT THE APPROPRIATE TRAINING, ENDORSMENTS AND ENDORSED AIRCRAFT, YOU ARE ASKING TO DIE!!! DO NOT DO IT!!!! It is a hell of a lot of fun doing spins, rolls, loops, wingovers and pulling 4 - 5G, so if you want to do it, go to a school that specialises in teaching aerobatics, get the right training, use appropriate aircraft, get endorsed and have fun. Living results in death, lets ban living cause someone might die.

DISCLAIMER: THIS IS NOT INSTRUCTIONAL, I AM NOT TEACHING YOU ANYTHING, DO NOT TRY THIS YOURSELF. UNLESS YOU HAVE A SPIN ENDORSEMENT AND THE AIRCRAFT IS ENDORSED FOR SPINNING, YOU ARE NOT ALLOWED TO SPIN INTENTIONALLY!!!! I TAKE NO RESPONSIBLY FOR YOUR STUPIDITY!!!! That being said, if you want to do this, go to your local flying school that specialises in aerobatics, like Red Baron in Bankstown, and get taught advanced aircraft handling techniques, it is a hell of a lot of fun. OK, so what is happening in the video. It all starts with stalling, when in a stall situation, a lot of pilots are taught to push the stick forward to unstall the aircraft and recover within the prescribed 150' allowance for a PPL pilot (I am not sure what the allowance is for RA Aus pilots). While this may be sufficient to allow you to pass your check flights, it is by no means safe. What happens if you stall the aircraft on very late final at 60'? One of the first lessons I had learning aerobatics was on stall recovery techniques, and taught how to recover within 20', which is the requirement of my school to pass, I can now do this, and also recover in 10'. It is actually quite simple, release back pressure sufficient to move the angle of attack below the critical angle of attack, and you are unstalled. I was also taught to recognise the stall without the use of stall warnings, you can stall an aircraft at any speed, the stall speed is the stall speed under a specific set of conditions, I have actually stalled an aircraft at well above the stall speed indicated in the aircrafts flight manual. During my PPL, I was shown spinning and spin recovery in a Cessna 172, now the 172 is not the easiest plane to spin, part of the reason they make such good training aircraft. In my spin recovery training during my PPL I was taught if you got into a spin, use full opposite rudder, there was nothing about taking my hands off the controls, but I was not told to push the yoke forward either, just to apply full opposite rudder. Spins in the 172 consisted of about 1.5 - 2 rotations, not a fully developed spin by any means (no auto rotation), only the incipient stage of a spin. Now a real fully developed spin was not something I had experienced until last weekend in the Alpha 160, as part of my aerobatics training, you also get your spinning endorsement, which is what I am learning now, this will allow me to 'try this at home' both solo and with passengers, in aircraft endorse to spin. In a spin there are two stages of spinning, the Incipient Spin, and the Fully Developed Spin. Incipient Spin Stage To initiate the spin, you need two situations, a stalled aircraft and yaw. Now remember that an aircraft can stall at any speed, not just at the 'stall speed' stated in the aircraft manual. In the video I have reduced the speed, and at around 60 knots (still higher than the indicated stall speed), using both hands I have pulled the stick all the way back, thus stalling the aircraft, and at the same time applied full rudder (in this case to the left), thus creating yaw. This causes the aircraft to enter the Incipient Spin stage of the spin. The Incipient Spin stage is the time from entering the spin, and the time the aircraft enters auto-rotation or the Fully Developed Spin stage. During the Incipient Spin stage, you can unstall the aircraft using full opposite rudder, or you could also simply centralise all controls, which is the technique I have been taught, centralising the controls is much safer in this stage, as it prevents you from stopping the spin, and subsequently reversing the direction of spin (see the Falling Leaf maneuver of which I have also been taught). During this stage one of 2 things can happen, usually if done correctly, the aircraft will enter a fully developed spin, but the aircraft can also enter a spiral dive, which has a totally different recovery technique. Fully Developed Spin The fully developed spin begins when the aircraft stabalises, the air speed will stabalise (stop increasing), and the controls will stay in the position they are in due to the forces on the control surfaces. This is the point in the video where I take my hands off the controls, and place them on top of the instrument panel. Why? 2 reasons, input through the stick will not have any effect on unspinning the aircraft (do not push forward on the controls, you are already flying towards the ground), and the second reason is that you could inadvertently put the aircraft into a flat spin, which is not what we want, and can be dangerous if you and the aircraft are not endorsed to do a flat spin. Once your hands are on the panel, the air speed stays the same, all controls stay where they are due to the airflow, time to enjoy the ride for a bit. Once you reach your recovery height, which for me was 1500' above my aerobatic recovery height of 3000' AGL, or 4500 AGL, initiate spin recovery, which is simply full opposite rudder to the direction you are spinning. Once the aircraft has stopped spinning, it is a normal nose low recovery situation, unless the engine has stopped..... Engine Stops in a Spin The engine in an aircraft with naturally aspirated engines (i.e. one that uses a carburetor to mix fuel and air) will usually stop in a fully developed spin, this will not happen to an engine using fuel injection. Why? Simple physics, during a fully developed spin you have positive G towards the side of the aircraft opposed to the spin direction. This is due to the centripetal force of the spin forcing the fuel to side of the carburetor, thus preventing fuel from entering the engine. The reason that the fuel pump is not used during spinning in the Alpha, is that it can cause excess fuel to enter the carburetor, which could then cause it to spill out of the carburetor due to the centripetal forces, onto hot parts of the engine, for example the exhaust and possibly cause a fire. To restart the engine, you can air start it by diving to about 120 knots (in the Alpha), and then putting the spinner on the horizon, and the engine will usually start itself, if not then you key start the engine, failing that you have a real life forced landing, and better hope that you selected a suitable field or landing area during your HASEL check. (This has happened before, but not to me). So, do not try this unless you and the aircraft are endorsed. Sally.

No, it was me, Sally, yes it was an Alpha 160.

Thanks, it was so so much fun, loved it, can't wait for my next spinning lesson this Saturday (if the rain stays away that is). :)

Hi All, Just returned, haven't been here for a while. I am a GA licensed pilot (working on getting my RA licence soon), and have flown a few different aircraft. Learnt to fly in a C172, then progressed to a C182 with a CSU, started to fly a DHC1 Chipmunk for a while there, before it's engine gave up and I decided to move schools, I am now doing my aerobatics endorsement in a Aplha/Robin, which is so much fun, and I am not far off getting my basic aerobatics endorsement now. I have also flown my BF's Savannah, and I also took a ride in a RV6 recently as well. I am looking forward to adding the Extra 200 to that list one day soon too, which is going to be a load of fun. Sally