DWF

Flown as PIC:

 

Cessna C150, C152, C170, C171 (a C172 converted to tailwheel), C172, C172RG, C175, C177, C177RG, C180, C182, C182 Wren, C206

 

Piper PA18, PA20, PA22, PA23 (Aztec), PA24-250, PA24-400, PA28-140, PA28-161, PA28-180, PA28-235, PA28R, PA30 (Twin Comanche), PA32-300, PA38

 

Victa V115, V160

 

Sud Horizon GY80

 

Mooney M20J

 

Grumman AA5A, AA5B

 

Skyfox CA22, CA25, CA25N (Gazelle)

 

Drifter 582

 

Brumby 610

 

Jabiru J120, J160, J230

 

Lightwing

 

Fuji 200

 

Decathelon

 

DHC1 Chipmunk

 

Bantam B22J

 

Beechcraft BE77 Skipper, BE23 Musketeer

 

 

Had a fly of:

 

DC3

 

DH82

 

Robinson R22

 

GlassStar

 

RV6, RV6A, RV7

 

Mitsubushi MU2

 

Beechcraft BE35 Debonair, BE36 Bonanza, BE55 Baron

 

 

Flown as PAX in:

 

DC4 (I was very young at the time)

 

Lockheed L-188 Electra

 

DHC4 Caribou

 

Lake Buccaneer

 

Mallard Goose

 

Twin Otter

 

BN2 Islander

 

Partenavia

 

B272, B737, B767

 

DC9

 

Airbus A320

 

Bell 47, BH206, UH-1 Iroquios

 

 

 

There are probably one or two more that I have forgotten.

 

 

 

Ahh! Memories .....

 

 

 

DWF

 

 

G'day Bobie

 

I assume you are traveling from somewhere near Perth and will require AVGAS.

 

I would track Jandakot (or wherever) to:

 

Leonora [345nm] (according to ERSA there is AVGAS available at Leonora but I would check that),

 

Warburton [325nm], Ayres Rock [244nm], Alice Springs [180nm] - AVGAS is available at these 3.

 

If there is no AVGAS at Leonora you will have to go via Merredin or Kalgoorlie - both a bit off the direct track but you have to get fuel somewhere.

 

Landing charges are pretty steep at Ayres Rock so I would avoid there if possible. A better stop nearby is Curtin Springs (but there is no AVGAS there).

 

I hope this helps.

 

You need to do your homework for a trip like this.

 

What sort of aircraft are you planning to do the trip in?

 

 

 

DWF

 

 

......does anyone have a previous copy off the deed off agreement ending 3/6/2016

........

It is on the RAAus web site members' area Deed of Agreement 2015-16

 

There does not seem to be a new one yet.

 

 

......What really needs to happen, an extra ordinary general meeting called and all these doubts placed on the table AND have questions from the floor not this rot,,only question on the agenda.

KP

KP the current (new) constitution says:

 

"20.3 Before or at the Annual General Meeting, the Directors must, in accordance with law, make available information to the Members on the Company’s activities and finances during the period since the last Annual General Meeting.

 

20.4 The Chairman of the Annual General Meeting must give Members as a whole a reasonable opportunity at the meeting to ask questions or make comments about the management of the Company."

 

 

 

You do not need an Extraordinary General Meeting to ask your questions; you can do it at the AGM (on 15 Oct). And, as far as I can see, there is no prohibition on moving (and passing or not) a resolution.

 

If Rule 20.3 is complied with, and I see no reason why it should not be, then you should have enough information available to either satisfy your questions or to provide the basis for further inquiry.

 

 

 

DWF

 

 

Do they have the same ISP as the ABS?

 

It's hard to make census of it all.

 

 

4.9 Pitching moment

 

When using the FoilSim aerofoil flight test simulation program, the static pressures around the aerofoil are given in the output plot that shows the pressure distribution pattern changing with the aoa. It is convenient to sum that distribution and represent it as one lift force vector acting from the centre of pressure [cp] of the aerofoil or wing for each aoa; much the same way as we sum the distribution of aircraft mass and represent it as one force acting through the centre of gravity. The plot on the left is a representation of the changing wing centre of pressure position with aoa. The cp position is measured as the distance from the leading edge expressed as a percentage of the chord. (Please note the diagram is not a representation of the pitching moment.)

 

At small aoa (high cruise speed) the cp is located around 50% chord. As aoa increases (speed decreases) cp moves forward reaching its furthest forward position around 30% chord at 10–12° aoa, which is usually around the aoa for Vx, the best angle of climb speed. With further aoa increases, the cp now moves rearward; the rate of movement accelerates as the stalling aoa, about 16°, is passed. Most normal flight operations are conducted at angles between 3° and 12°, thus the cp is normally positioned between 30% and 40% of chord.

 

The movement of the cp of the lift force changes the pitching moment of the wing, a rotational force applied about some reference point — the leading or trailing edges for example — which, in isolation, would result in a rotation about the aircraft's lateral axis. The consequence of the rotation is a further change in aoa and cp movement that, depending on the cp starting position may increase or decrease the rotation. Thus a wing by itself is inherently unstable and will change the aircraft's attitude in pitch — i.e. the aircraft's nose will rotate up or down about its lateral axis, which may be reinforced or countered by the action of the lift/weight couple — so there must be a reacting moment/balancing force built into the system provided by the horizontal stabiliser and its adjustable control surfaces. This will be discussed further in the Stability and Control modules.

 

The above is from the Tutorials section in this web site. (Part 3 - Airfoils and Wings)

 

It is a bit technical but shows that approaching the critical AoA the centre of pressure is a fair way forward (about 40% of chord) and moves rapidly rearwards at and beyond the stall AoA thus tending to pitch the nose down.

 

 

 

DWF

 

 

I, like most RAAus members do not know many, if any, of the candidates for the RAAus Board election.

 

The candidates' statements and CVs give a glimpse of their qualifications and experience but, in most cases, provide no idea of their position regarding many of the matters of concern to members.

 

I, for one, would like to find out the candidates' position on these matters.

 

To this end I would like to get your thoughts on questions to put to the candidates, compile a list of these questions and then put the list of the same questions to each candidate so that, assuming they respond, we can compare apples with apples.

 

 

 

Your thoughts and questions please.

 

You can reply here or PM me so I can compile the questions to present.

 

 

 

DWF

 

 

Aviation does not come up as an option in Religion.

Use "Other"

 

 

You need a CASA Class 1 medical to hold a CPL. If you can only get a Class 2 medical then the highest pilot licence you can aspire to is a PPL.

 

 

 

It sounds like you are flying GA rather than RAAus so your first step is to get an RPL (the old GFPT). With a basic RPL you are restricted in the area you can fly, size of aircraft, etc. You can get endorsements to lift some of these restrictions.

 

From RPL I would recommend going straight for the PPL (i.e. don't mess around with RPL 'endorsements') and then get appropriate endorsements for retractable undercarriage, CSU, etc. as required (or affordable). The bigger and more sophisticated the aircraft the greater the cost.

 

As a PPL you cannot fly for hire or reward so turbines, 6 seaters, etc will mean you need a good source of income.

 

Good Luck

 

 

 

DWF

 

 

G'day SSCBD

 

Human Performance and Limitations was added to the Day VFR syllabus in 1996.

 

AFIK there is no legislative requirement for a theory test with the BFR although I know of a number of GA and RAA flying schools that set a (usually open book) theory test as well.

 

There are minimum requirements but it is up to the CFI/School to decided exactly what is included and how the BFR is conducted.

 

A good school will tailor the BFR to the individual experience and requirements of the pilot.

 

Maybe your CFI thought you were full bottle on the theory .

 

DWF

 

 

........ I can fly GA all day long and night and don’t need to pass any Human Factors, .....

This is not correct.

 

The CASA Day VFR syllabus for PPL includes a [theory] section titled "HUMAN PERFORMANCE AND LIMITATIONS".

 

It is not examined separately as there is only one PPL theory exam covering all the topics in the Day VFR syllabus.

 

 

 

DWF

 

 

.......

Be interested to see if we are growing or shrinking. .....

 

 

Nightmare.

 

Are you growing or shrinking?

 

 

....Q4. If the directors do not communicate to all eligible members the call for nominations is the entire process fatally flawed and any nomination and election/appointment that follows null and void?

They could probably cover this off by sending out an email saying something like "Would any member not receiving this message please let us know."

 

 

Do we have any idea who, if anyone, has put up their hand(s) yet?

 

Nominations close on 25th July.

 

If my calculations are correct there are 5 board positions to be filled.

 

 

 

Also, I have not heard that RAAus has officially changed to a LTD company yet? It had not happened 3 days ago.

 

I have not checked since but have not seen any announcement - I would expect there will be a big hoo haa when it happens.

 

Can they legally call for nominations to elect a board for a company that does not yet exist?

 

 

 

Has anyone proposed any amendments to the, as yet unofficial, constitution?

 

 

 

DWF

 

 

At the eleventh hour (almost literally) CASA have reviewed the Instrument on Jabiru engines.

 

See CASA 65/16

 

I looks like many (most?) Jabiru engined aircraft will now NOT need to comply with the restrictions - depending on type of operation and maintenance program.

 

The latest newsletter from RAAus explains it.

 

But it is still a crock!

 

 

Where is it?

 

 

...."A serviceable VHF radio is required for operations at:

a) Outside controlled airspace above 5000 ft AMSL

 

b) In Class G airspace below 3000 ft AMSL or below 1000 ft above terrain

 

c) In reduced VMC

 

d) at CERT and REG aerodromes

 

e) All of the above"

 

Correct answer per the website was e - all of the above.

Rich

 

Looking at your post again I think that b) and c) would/should have been combined to read:

 

"b) In Class G airspace below 3000 ft AMSL or below 1000 ft above terrain in reduced VMC"

 

renumber d) to c) and e) to d) and it would all make more sense (and be more correct).

 

 

G'day PM

 

The requirement to carry and use a VHF radio on the appropriate frequency at or below 3000' or 1000' agl is for when you cannot meet the normal Class G airspace VMC requirement to be 1000' vertically or 1500m horizontally from cloud (but can remain clear of cloud and in sight of ground or water). If you can maintain VMC at or below 3000' amsl or 1000' agl, which ever is higher, you do not have to have and use a radio.

 

Yes, like a lot of the CASA rules, it can be a bit confusing.

 

However, in this case, the exception to VMC requirements is a good thing as otherwise it would sometimes be very difficult to conduct VFR flight.

 

 

Have a look at Classes of airspace | Civil Aviation Safety Authority

 

and Visual meteorological conditions | Civil Aviation Safety Authority - item 3 near the bottom of the page.

 

 

I have not found that sort of FOG to be a widespread problem in aviation.

 

It is usually the other way around - 'aviation' falling on the ground.

 

 

It sounds more like deviation to me.

 

My aid memoir for the hemispherical rule for altitude selection is to remember that the ODD people are in the EAST.

 

DWF

 

 

I have a problem. The document seems to be incomplete at the end of page 7. It had been an interesting read up until then. Let me know when the final draft is released.

I think your problem is that (page 7) is where the big footnote starts and then continues on the BOTTOM HALF of page 8 meanwhile the saga continues from before the footnote starts (half way down page 7) to the start of page 8.

 

Did anyone make sense of that?

 

I made it to page 24 (via footnotes).

 

There are some strange people in this world!

 

 

So fees going to go up I guess.

As we do not fly IFR and do not operate in controlled airspace you are not paying any Airservices fees anyway so a fee rise will not affect RAAus ops.

 

 

G'day aj

 

You will need a bxxdy big wall to fit all the 1:1,000,000 WACs covering Australia - approx 5 * 5 meters.

 

Also, as has been said above, they will fit together side by side but because of the projection (Lamberts Conic Conformal) each 'row' is a different curve and do not match up.

 

 

 

A better option for a home or classroom wall map is the 1:2,500,000 Topographic map of Australia. This chart comes in 4 sheets which fit together and cover about 2 * 2 meters.

 

They are available from National Mapping at about $10 per sheet.

 

 

 

DWF