pylon500

And once CASA and the Police have finished with him, and if he's still got his house and plane, he'll probably strip out the heavy stuff and come over to RAAus with his beat-up plane. On a side note, that Technam must be jinxed, going by the paintwork, the back-end looks like it's only just been rebuilt?! Or were these guys trying to do the old 'run up the ar$e' insurance fraud that goes on in cars? Anyone looking for a cheap RV6, just needs a bit of TLC.

There may be some STOL junkies out there that will argue with me but, typical operations for the A22LS (or L as I've flown) is no flap for normal takeoffs, and only one stage for normal landings. As a rough guess, a trainee pilot probably needs about 8~10 hours of landings with one stage before playing with two stage due to the change in characteristics that come with two stages. Yes, some will argue that they teach two stage from the start, but I feel it then takes longer overall for the students to get the hang of it. I should point out I teach all glide landings, 'cause you'll need it one day, and with the introduction of electric aircraft, it will become the norm again. The change in characteristics between flap setting is fairly noticeable with some rudder needed to co-ordinate with one stage, and a lot of rudder to co-ordinate with full flap. As for removing flap during touch and goes, the A22L has a fairly low flap speed (60kts) so careful speed management is required if going around with flap so, probably better to get the flaps away before adding power. As a side note yes, the flaps can be a bit awkward from the left seat, most seem to want to change hands. I tend to find when soloing from the left seat, I change hands for the flaps, but when instructing from the right seat, I reach across and still use my right hand, odd really. As for flying in gusty conditions, the Foxbat has VERY light and powerful ailerons in the 'UP' position, and still very effective ailerons in the first stage position, but if the wind is more than about eight knots from any more than forty five degrees across, I would not instruct to land with full flap. I could do it as could many of the experienced pilots here, but not for students. Little side note here about landing 'Bats (and many tricycle types) in strong crosswinds; regardless whether you approached crabbed (my choice) or crossed-up, once you have the mains on the ground you will find yourself holding lots of rudder to maintain directional control. This is not good for the nosewheel when it hits the ground (sideways) so, just before the nose goes down, apply a LOT of aileron into wind, and use the adverse yaw to align the aircraft while straightening the nosewheel. Are you landing on all three wheels? You're landing too fast, go back and practice keeping the nose off the ground! OK, putting on flame suit, have at me!!

If you want a good instructor, look for one that learnt/taught in a Lightwing. Problem solved.

From a basic aerodynamic standpoint, you need to consider; Lateral stability will increase with total vertical surface area (including rudder), Directional control is a function of rudder area (as a percentage of the fin/rudder configuration) and deflection. As per your attachments, you are increasing your lateral stability, but also reducing your lateral control, which will lower your crosswind capabilities and require higher pedal forces for similar responses. If you went the route of making a taller rudder, it would pay to add a counterbalance on top for a bit of mass balancing (as per most other Jabs).

I know that when I purchased my GR912 from Lee Ungerman (previously a senior RAA official, and who was using it on line), it was fitted with a Bolly two blade prop.

That's it, I wash my hands of you guys...

This is possibly some form of repercussion towards Turnbull for lampooning Trump that time. It's obviously discriminately aimed at the Australian boomerang, as there is no mention of having to register 'Frisbees'. Makes you think...

The thought had occurred.

The real question is; Why did this take so long to happen? <Electro.Aero completes first flight of Pipistrel-made electric light sport aircraft in Australia | Australian Aviation> And after all the development, it still only gets a 'special' certificate of Airworthiness, admittedly, similar to most of the RAAus fleet. Next question will be, can the Pipistrel powertrain be retro fitted to other airframes? I wonder what they will charge per hour? (slight pun intended)

It's probably going to go, 'bring your own entertainment and headphones', then just have a couple of USB ports on every seat. Would actually be a lot lighter, and probably easier on the electrical system. Any flights I do, I take my Aldi noise cancelling headphones, and plug my MP3 player into it. Will probably start taking my tablet on future flights. Need to take my mind off the cramped £µ©{¡~§ seating pitch!

I get the impression it may have come down like a sycamore seed, the mountain slope just adding that little extra deceleration to not be a sudden stop. Have to wait till we hear from Gary.

Just an update; Miracle escape for pair after glider crash

They had this video from Sun-n-fun '17;

Wasn't sure where to put this one... "So you think you've got parking problems?"

Some more speculation and assumed facts; I'd only met the pilot, and flown into his strip a few times. Runway preference was usually 34, as approaching 16 tended to be down the face of the local hills. Circuit direction onto 34 was usually right hand, once again due to close proximity of the local hills. The approach profile could be interpreted as joining a R/H circuit for 34. Fuel mismanagement would seem unlikely for a pilot that made a hobby of international ferry flying, but... *No mention in the report of the presence of the windsock at the crash site. Hopefully his GPS systems may shed more light on what happened. * Will have to keep following the investigation.

Not quite. As a side by side stagger, it's going to be a bit wider, and have struts. Initial X-plane creation before colouring.

I hope not as well.

This will be a taildragger, with the fuel in the wings. It may not be painted gold? It will also have folding wings.

Only if you are sitting on the CofG, if you are sitting out front then side by side becomes a problem. Staggered gives you a few benefits; Narrower than full side by side, Usually no 1-up/2-up CofG problems, One instrument panel, Good pilot visibility, Plenty of shoulder room, Can still relate to your passenger. But, It looks a little weird, so people tend to shy away from it? Convention can be so hard to break away from.

Just a bit of technical cleaning up; Float plane, Sea plane? OK, a float plane is an aeroplane fitted with floats, allowing it to land on water. A Seaplane is a broad (american?) term that can cover anything that lands on water regardless of layout. The Catalina at the top has a 'Floating hull/fuselage', more usually referred to as a 'Flying Boat'. Early seaplanes (hull or floats) were typically only capable of landing on water, until the idea of retracting undercarriage was introduced, whereupon they were then regarded as amphibious. As for the first video, yep, totally staged with stuntmen, but also shot with a strong telephoto lens, making the plane appear closer than it was. However, if you watch for the shadow, it wasn't THAT far away

Generally referred to as 'staggered seating'. Not very common, but quite logical for a 'forward seated' aircraft. Mainly done for simplified CofG situations, shouldn't need to carry adjustment ballast.

You probably know more about it than I do...

Roy Fox may be interested in these to go with his planes... The aeroplanes and what's it all about! - The Missions 1937

SV-200? I'm assuming you are talking about the two seater? I think the single seaters were serial numbered SV-2, being the 447 powered version with turned down tips, as opposed to the SV-1 with a KFM-107 and flat end tips. The first two seater (pictured behind the red one above) was just a wider pod on a standard airframe, but with the wing extended an extra four feet. There was some embarrassment when CASA was invited to watch the testing of the first extended wing, only to have the dummy centre section collapse, which then damaged the test wing. A new engineer was taken on and the two seat program was basically redesigned from the ground up, having virtually no commonality with the single seater. I had moved on by this point and didn't get to see most of the lead up to a standing airframe before the company closed down. Last I heard the two seat airframe had been sold to someone who then decidied to redesign it again, but got it up to taxi stage, maybe even a test flight? All the tooling (for the single seater) has changed hands a few times, and is now with Ray Tolhurst, as above. Interesting note, I discussed l this a few years ago here; Sadler make Vampire two seater

Yep, started with them when they were in a furniture factory just off Milperra road, then we moved onto Bankstown proper. After that fell through, I worked in the hangar next door for the next 17 years. That's not me (I took the shot), I think it was the bosses son.