Roundsounds

Learning to fly in a taildragger sorts this out very quickly.

The last I heard on this matter was CASA wanted to wait until part 149 was in place. Now that’s done, it will be wait until certain stars are in alignment. This, along with controlled airspace access, will just be kicked along until RAAus gives up.

Depends on the type, I’ve done ridge soaring in a Citabria a few times. I left the engine at idle though.

No

Coastal would be the best in my opinion, Victor 1 isn’t too hard. Maybe drop into Cessnock for fuel and have a chat with Phil Unicomb or one of his instructors regarding the Williamtown transit. I’d be inclined to call first and offer to pay for briefing time. Camden Haven is a beaut spot. https://philunicombaviation.com/?gclid=CjwKCAiAt9z-BRBCEiwA_bWv-KhCGrMECYVOMP11vXFB1fKzDdLcpql7aMDHPIw4QUlg-eUafjIdHBoCoNgQAvD_BwE

What you’re seeing here is the result of our culture. We tend to look more deeply into situations and question them before jumping to conclusions. This is one of the reasons Australian apply CRM so well.

It’s a single seat version, so just me.

Al’s,VH-ZOC

Here’s a short clip of flying a P40 taken over Lake Hume (near Albury NSW) a few years ago. This was my 2nd flight in the aeroplane. A wonderful aeroplane to fly. The quality of the filming isn’t too good 7C1B970F-9D9F-4BBB-BB35-CC59AFC6D401.MOV as I was holding my phone, I didn’t have a mount for it.

No wonder there are so many accidents involving inadvertent low level stalls. There seem to be many misunderstandings around stall recovery and the aerodynamics involved. I currently hold both GA and RAAus instructor ratings and have held CASA CFI, Flight testing and RAA CFI quals. Over the years I have had the opportunity to provide tailwheel and aerobatic training to flight instructors. Their poor knowledge of slow flight, stall and spin recovery always concerned me, what I’m seeing here is no doubt the result of this.

Never use rudder to pick up a wing during a stall recovery, rudder is used to stop any yaw. You lift a wing after stall recovery. as Nev says, each type will be different. A Chipmunk requires a much different spin recovery inputs than a Tiger Moth.

Almost correct, forget the “release back pressure”, insert progressively ease the stick forward to unstall the wings, then centralise the rudder, level the wings and recover from the dive” in an inverted stall / spin it may be “..ease the stick back until...”

A bit more information in this article. Reported as a training flight Ex Bankstown. https://www.blayneychronicle.com.au/story/6999562/crash-investigators-on-scene-at-carcoar-after-light-plane-tragedy/

As already mentioned, there are so many variables. Assuming you had an aeroplane with the fuel load directly on the CG, you would either need to slow down or reduce the angle of attack to maintain height - both changes requiring a re-trim. recall in level flight lift = weight. As fuel burns, weight reduces. The only practical things a pilot can do to reduce lift is reduce angle of attack, a part of the CL and/or V (airspeed) Lift=CL x 1/2rho x Vsquared x S A bit of trivia.. The Curtiss P40 Kittyhawk has a fuel tank in the belly just below and behind the pilot. As this burns the CG moves forward significantly and requires frequent retrimming.

I didn’t say something when I thought I should have and live to regret it. If I now see something I consider unsafe I have no hesitation in talking tactfully and at the right time to the person(s). It sure beats attending the coroners court. The act might be through ingnorance, inexperience or poor judgement - but I speak up.

You should not pick the wing up with rudder when stalled. Rudder should only be used to prevent further yaw in the event of a wing drop in a stall, the wing is “picked up” after stall recovery.

I feel your pain! I too live in Culburra and have my aeroplane based at Camden. Hopefully the Jaspers development will be completed soon.

I doubt it, Is think people like he are professional CEOs and this role was merely a stepping stone.

Refer to Downunder’s comment.

Have you read / complied with the fuel pump service bulletins issued by Jabiru? One relates to the drain.

Here’s an extract from a report by UK AAIB into an accident in 2007 at Shoreham UK. “The Hurricane aircraft, G-HURR, was taking part in a flying display and was following another Hurricane in a tail chase. Both aircraft flew past the spectators along the display line at a height of approximately 200 ft before tracking to the north-west and climbing. The lead Hurricane climbed to approximately 1,100 ft above ground level (agl), pitched nose-up about 45º and rolled to the left through 270º, before pulling into a right turn to rejoin the display line. The second Hurricane, which was approximately 700 ft agl, pitched nose-up about 15º, before rolling to the left. As it reached the inverted position, the roll stopped, the nose dropped and the aircraft entered a steep dive. It struck the ground, fatally injuring the pilot.“

This looks very much like what has caught many pilots attempting impromptu low level rolls over the years. The roll starts well, then the roll rate reduces about 180 degrees through the roll, followed by a desperate attempt to pull through - which is when the spin starts in this accident. This is quite a common error during early aerobatic training as pilots reduce, rather than increase aileron input - often referred to as “barrelling out” of the roll. ie the second half of the roll resembles a barrel roll rather than an aileron roll (without the spin as in this accident). In a Citabria/Decathlon/Chippy type aeroplane it’s easy to lose over a 1000’ during recovery. There’s often a marked increase in speed which risks exceeding VNE and/or load limits. If the pilot had kept rolling and not tried to pull through I’m confident he would have made it around the roll.

The 150HP fixed gear version was often called the “gutless strutless”. The 180 HP fixed gear and 200 HP RG versions were good performers. Great machines, I think there’s an AD requiring the wings to be removed to inspect the spar carry through for corrosion / cracks and of course the usual Cessna SIDs stuff would need to be looked at carefully.

I go flying to get away from things like telephones!

Have you looked at the RAAus Ops manual? A GA AFR satisfies the RAAus AFR requirement only if it is completed in a single engine aeroplane with a MTOW less than 1500kgs.