David Isaac

.....I teach it in the Pitts only, as well as the flight manual technique. As for the Citabria - you are on your own.

That is a really interesting article written by Rich Stowell you posted. Have you read his book 'The Light Airplane Pilots Guide to Stall/Spin Awareness'?

I was always taught the NASA Standard method of spin recovery in both the C150 and the Citabria 7GCBC (flap fitted), but I was not aware that was what it was called.

As we discussed recently last year I went up with an instructor in the Citabria and did in-spin and out-spin aileron spin entry maintaining the configuration throughout the fully developed spin, but each recovery was brisk opposite rudder, neutral aileron and a brisk forward movement of the elevator which resulted in an almost immediate rotational stop with a good nose down attitude. I did note the spin entry, developed spin and recovery were quite different in the in-spin, and out-spin aileron configuration and different again to a normal aileron neutral spin entry and recovery.

I have never done inverted spins and I don't think the Citabria is certified for that maneuver from memory.

I have never tried the Beggs method in the Citabria and would imagine it would significantly delay the recovery as the Citabria rotates briskly in a fully developed spin.

I note the author is adamant that full spin training and even aerobatics is an important part of recognising and responding in a timely manner to unusual attitudes. I would definitely support that as my early spin training taught me not to be frightened of abnormal attitudes.

I note that spin training is not even required now for CPL which frankly worries me. Makes me wonder what would go on up front in all the big aluminium buses I fly in if something went really wrong ... some of the examples in the 'Air crash Investigation' type scenarios go even further to increase my concerns.

Great Photos Scotty. Now put them in a powerpoint presentation, bring it and your Hornet to Natfly and do a session on "Experiences in Kit Building". Please.Cazza

Keep these coming Scotty ...

Hmmm ... how does Appleton Estate 12 year old Jamaican Rum sound. Nice on the rocks, nice anyway. I'll bring a bottle ... but after any flying right ...

Great video David,

From my perspective both those recovery methods PARE and Beggs are fairly benign, what I mean is they are non aggressive recovery techniques especially the Beggs from what appeared to be a fairly flat spin. I have had no experience in the Pitts so how would the Citabria respond in these circumstances?

Gidday Matt,

Can you PM me your email address please, I want to send you something to have a laugh over

Damn good post Scotty, for a bloke on a computer thingo ... LOL. looking forward to the yarns at Camp David at Gloucester.

Well done Dex, quite some history there mate. Can't wait to see her flying. You will have to get Ozzie to have a look at her, he worked at the Thruster factory in those days.

Great, you can give us daily installments if you like ... oh and don't forget the running commentary and then I promise I will write up a great flight review (whoops, was that a little biased) ... LOL

Better get some build photos up on this quality site Scotty ...

You'll do anything to get a ride won't you?Cheers Scotty

Watch out for future details on this true STOL aircraft, locally designed and built by Ole Hartmann at Hangar 13 Taree Airport NSW, just 3 hours drive North of Sydney.

This is a spectacular STOL performer in High Wing Tail wheel configuration and all aluminum construction. The design utilises an Alaskan Bush pilot tail wheel and knee action gas strut main undercarriage that handles real STOL operations.

The Hornet is available in Kit, Factory assist, or Factory built certified form for RA Aus registration or also in VH experimental 4 seat configuration.

A brand new Hornet has just been completed by forum member Scotty and is under going test flying as we speak. Watch out for a flight test review due soon.

There will be a Hornet flyin at Gloucester Airport NSW on November 4 and 5.

Check out the factory http://www.aircraftkits.com.au

For interest sake I have no commercial interest in AAK, I just love the aircraft, it is on my wish list.

When the maintenance course was held at Warick. I remember that there was approximately 100 plus trying to get onto the course.Max allowed was 20 or 25 odd participants.That goes to show that there is alot of guys wanting to do a course, that are to infrequent.At the moment.

Folks,

I am delighted to announce that at Temora 2012 there will be a special concentration on our Ultralight roots.

I have been asked to help coordinate a CAO 95-10 Statistic display, demonstration and workshops for Temora 2012.

Preliminary plans already have an area set aside beside the museum for static display and there are tentative plans to have an area of land nearby for the 95-10s to take off and fly into Temora as a demonstration of as many of the early and current 95-10 category aircraft we can muster.

Steve Bell tells me that Ron Wheeler (of Scout fame) is interested in helping, I will be approaching Steve Cohen and asking him to get involved. I know where there is a Lazzair, a Thruster Glass House and several others, I own a Frank Bailey designed Javelin which will be flyable at Temora and I am sure there will be Darts, Scouts and Winton versions many more will come out of the woodwork. The late Scott Winton's Facet Opel has also been rebuilt and I will try and bend Dean Winton's arm to see if he will display it at Temora some how, can't promise that though, what a machine that is, I remember when it flew.

Steve Bell has offered to dedicate his time to 95-10 workshops for this event.

This 95-10 category is the ultimate experimental category with virtually no restrictions other than max weight of 300 Kg and a maximum wing loading, you can have as many engines of any type you like as long as you meet the base criteria.

This category is the ultimate affordability category for any 16 year old kid to get involved in aviation.

So lets get behind this and support it.

Please come back to me with any information, names phone numbers and any assistance you are prepared to offer. Lets dO IT.

I personally prefer education to regulation. If you can educate the masses, there tends to be little need to regulate.

I believe guys like Wayne Mathews who runs these great maintenance courses at Gunnedah are the key to education of the masses. They multiply what Steve Bell is able to do and if Steve can co-ordinate these sessions through the RA Aus office and work with them I believe we will go a long way down the productive road.

Tow it? How about flying it?

Dex it would be good if there was some way of getting the GH to Temora for the planned 95-10 display next year even if it is not flying.. I guess we would have to find someone to tow the trailer to Temora, because i will be towing the Javelin down there.

That sounds great Carol but I'm afraid David won't able to indulge because we'll be close to MTOW and only one of us can afford to take on any excess baggage. :drum: boom! BOOM!

I just jumped onto Spruce and you are correct there seems to be quite a number of different panel and other mounting options on the market.

Hey Dex.

Did you get the Glass House home without damaging it mate?

Jees Dex,

I forgot to welcome you to this great place, you should be well on your way to picking up the Glass House as I am writing this.

Come on down Gunnedah kid and skawk some information

Maybe start a thread on L1/L2 maintenance......

One of the biggest challenges for RAA when pilots in RAA self maintain aircraft is getting the knowledge base up to know what to look for in terms of long term failure modes. Regular / routine maintenance is a whole different ball game to recognising potential failure modes.

There is a fair bit of romantic notion around being able to maintain your own aircraft and my concern is how is the necessary knowledge being disseminated to RAA aircraft owners.

What are the tell tail signs of nails coming loose in wooden aircraft, what do I look for as signs of loose components or structural movement that could indicate a looming failure mode problem?

How do we address this in RAA circles?

One of the biggest challenges for RAA when pilots in RAA self maintain aircraft is getting the knowledge base up to know what to look for in terms of long term failure modes.

This is really the wrong thread to discuss this though. We could put this discussion in the right place and have some real productive discussions. How do I do that?

Has anyone made a dash type mounting bracket / clip for the I pad yet? I could see that would have a real application, leaving your lap free for your flight plan or anything else you may want to run concurrently.

I could be completely wrong but I am always worried about accidentally pressing on the wrong part of the screen when it is on your lap or knee when you may have something else on top and then being distracted while you get the I pad back to the page you were using.