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BlurE

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Everything posted by BlurE

  1. I think from memory you need to get two hours of instrument time, so I think 5-6 is considered about right. But be prepared, the paperwork is the really, really painful part. And the sequence is a bit circular. Medical. ASIC. And proving that you can speak English before a CASA approved examiner. All told it’s probably $3k-$4k ironically you don’t need to maintain the medical and ASIC if you are happy to fly from non security airfields and only one PAX. But the RPL can’t be processed without them so you need both at the start. ($800 there) It’s six years since I did mine so I don’t recall all the hiccups, but find a school that has done a few so they can guide you through. It’s worthwhile, and I’m glad I did it.
  2. Sadly Humans are fallible. Even the most experienced, even with checklists. But that control lock design is truely, truely awful. Contrast that with the traditional Cessna design where the lock has a flag that blocks you from putting in the key or turning on the master. Still not perfect but so much better. I know sticks are harder than yokes but some good design could have avoided this outcome.
  3. When deliberately trying to stretch a tank as far as I could a few weeks back I accidently uported the pick-up and the noise stopped. Zero fuel pressure, and no engine noise. Because I knew I was pushing it, strongly suspected fuel starvation I just let the nose drop to around 80kn while I switched to my other tank which had 30 litres. Interestingly the prop kept spinning at 2800 in the glide and the engine restarted as soon as fuel pressure was restored. This is on a low hour 80hp with good compression, albeit a relatively fine pitched prop. Absolutely no doubt the engine was windmilling with around 900ft/min desent.
  4. With a class2 medical I think you can take up to 5 PAX on an RPL, provided you are under 1500kg MTOW (good luck)
  5. It looks like the pass was on the slow side, then pulling up prior to the roll further decayed the speed. Part way through the LH aileron roll the RH wing stalled resulting in an over the top (while upside down) RH spin entry. Some poor decision making here.
  6. Simply beautiful flying weather today in Victoria. Classic Autumn - mild temps, clear skies, light winds. Or, so if looked from the ground. I did hear plenty of essential aircraft travel going over, maybe on thier way to Bunnings..
  7. AOPA Australia CEO Ben Morgan yesterday wrote to Prime Minister Scott Morrison seeking an approval for recreational and private pilots to conduct flights for the purpose of running aircraft engines during the COVID-19 restrictions period. https://www.australianflying.com.au/latest/aopa-petitions-the-pm-over-engine-runs Don't hold your breath...
  8. Certainly some are tested more than others, and unfortunately we'll never know to what extent they have been tested. Interestingly I believe some models of the p92 tecnam family are approved up to a one turn spin, but you would need letters on the side to explore that....
  9. BlurE

    Bfr

    CASA's notice from today. [TABLE] [TR] [TD]How we’re helping you – exemptions being put in place The actions of various levels of government to stop the spread of COVID-19 are evolving rapidly and I am conscious that you will have many challenges in front of you as you adapt to this changing environment. In recognition of these difficulties, we are putting in place various general exemptions for a number of CASA authorisations or permissions, which are designed to proportionally manage safety risks while providing relief as follows: If you have an Air Operator’s Certificate (AOC) or a Part 141/142 Certificate, it will be extended through an administrative process by six months. You do not need to do anything. If you are a pilot or an air traffic controller, you will be able to exercise the privileges of your licence for six months after the expiration of any medical certificate you hold. The conditions on your medical certificate will continue to apply. You do not need to do anything. If your current flight review or proficiency check expires after 1 March 2020, you will be able to continue to use all the privileges of your licence for a further three months from when it expires. You will need to apply to extend these arrangements beyond the 3 months. Operators will have relief from Part 61 proficiency checking and flight review as well as training and checking requirements up to 30 June 2020. Further relief options are being developed. In addition to the exemptions listed above, we’ll be putting some general exemptions in place to cover dangerous goods, drug and alcohol management procedures and emergency procedures. Further measures for other sectors such as maintenance organisations and remotely piloted aircraft operations are currently being considered. Our decisions are designed to make it as easy as possible for you to continue current operational activities while ensuring aviation safety is maintained and operational risks are managed. If you have specific questions, please email [email protected] (if you are enquiring on behalf of an organisation) or [email protected] (if you are enquiring on behalf of yourself). Regards Shane Carmody Chief Executive Officer and Director of Aviation Safety[/TD] [/TR] [TR] [TD] [/TD] [/TR] [/TABLE]
  10. It's spectacular coast around Cape Otway but very rugged. It is tempting to get low to really enjoy the scenery but there are areas where you only have poor options should an emergency arise. Additionally the water will be quite cold that time of year. I suggest you think through some what-ifs before you get to that leg. In a Savannah I think i'd take hills/trees over rocks and cliffs.
  11. I've seen photos of both the Australian incidents. There was little if any forward speed at impact. This C of G thing is just a theory I've head thrown around, but seems to loosely fit some of the circumstances. It's very likely the European testing was done the the chute in place so it would have probably required deliberate ballast to be added if you did intend to spin test at the rear limit. Maybe it was done, maybe it's not even required under LSA.
  12. I have heard a theory that because the chute is forward of the firewall, those without tend to have a more rearward centre of gravity and therefore possibly different spin characteristics. I believe neither of our local incidents had a chute. Which begs the question when the manufacturer did thier tests did they demonstrate recovery configured at the rearmost limit. If I were to guess I would suspect this is the question casa is asking.
  13. Make you feel sick. Looks like the nose has been pushed (or folded) back to the leading edge of the wind. Very nasty.
  14. There are two strips down near lakes entrance. Sounds like you have been looking at YGRL. Give them a ring at YLKE. Interesting sloping grass strip and very modest fee even for for overnight parking. Still only 5 minutes out of town.
  15. I thought last week's "church hour" requirement was ridiculous. I can't believe the council has managed to even out do that. Seriously beggars belief. Terrible for anyone hangered there. Devistating for the maintenance and sales Businesses based there. I just hope VCAT provide a prompt and sensible ruling.
  16. Getting dark early in Victoria, but if I knock off early I can just squeeze a little local flight in. The light is beautiful as the sun gets low, and it's times like this I wish I was night-VFR. Maybe one day...
  17. Personally, I don't really like including bank angle in discussions of stall speed, too simplistic and often misleading because it only considers the special case of a level turn. I much prefer speed and wing loading and looking at the performance envelope where available. The problem with that is they are nearly always presented at MTOW. However I accept in low level operation a level turn is more likely than decending, but what about a climbing turn? You could be at 50kn, 30 degrees and then pull 2g to climb and get yourself in real trouble. I did wonder what real world experience Foxbat drivers had, one up, depending on the balance they could be really hard to get a distinct stall brake. I don't know?
  18. Just curious, what speed does a Foxbat stall at with just one occupant? I would expect you would have to be both very slow and pulling hard to manage a stall.
  19. Thank you for the advice everyone. I'll do some more investigation.
  20. Hi all, I need to bleed my Marc Ingegno brake system and would like to top up the fluid as required. Maintenance manual does not specify a fluid grade. Looking at it, it appears completely colourless and looks as clear as water in the nylon lines. Does anyone have any idea what this might be or how I can test it? I know a number of fluids are not compatible. Cheers
  21. Rudder pedals? Do you mean those footrest things on the floor?
  22. I had interesting sort of related experience yesterday. 20 minutes into a 50 minute trip cruising at 4500 with tanks at; Left 15/45 Right 45/45 litres (LH was about half full when I departed) I planned to run the another 20 minutes of the trip on the LH tank but switch to RH on decent before entering the the circuit and have an almost full tank or the return trip. (this worked out well as I had a light passenger for the first leg but not the return leg) I was getting some light turbulence at 4500ft which was making my passenger uncomfortable so I decided to sneak up a bit higher. I was just on a way-point that would put me on odd levels hemispherically so I decided to look at 5500ft rather than letting down down to 3500ft. I was also watching some traffic on ozrunways that was slightly below and on an intersecting course from the right. I set up a 500ft/min climb and was watching out the RH window for the traffic (probably fixated on it to be honest) when suddenly I heard a splutter and felt a strong vibration. Now I had felt this once before in the past several years ago when I was too eager switching off a tank during a change rather than running both for a minute, so I knew exactly where to look - and yup fuel pressure bouncing on zero. I quickly open the right tap and almost instantly the pressure rose and the engine resumed normal running. (I should have put the boost pump on also) A minute later I shut off the left tank. On landing I dipped my tanks on arrival to confirm these levels were correct. Then on the return leg, just to prove a point I ran for 20 minutes on that LH tank in level flight at (6500ft) without issue. At my final destination I filled the left tank with a top up of 36 litres. Meaning about 9lt when I landed the second time. I'm a high wing - gravity fed to boost pump (off at the time) - with a brand new mechanical fuel pump (old one was time expired) I can only assume that climb attitude and mild mild turbulence unported the LH tank and let some air into the line. The thought in my mind after all this is that it would have been less fun at 500 ft!! I know there was an accident involving an Airtourer (I think) where a tank unported on take-off during circuits. But I would not have expected 15/45 litres to unport. I may have to rethink my fuel management. I do feel a bit sorry for the CT in the original story. The European 450kg certainly limits the fuel you can carry.
  23. OK, sounds like I am overreacting a little, just something I had never actually seen before. Not a bad thing to be a little cautious. I suppose given that the inlet and outlet of the gascolator are at the same level you would actually have to pretty much fill the gascolator bowl with water before any substantial amount actually went up to the carburettors. (assuming the flow rate is slow enough to allow separation) In this case I actually flew two turbulent hours between my last refuel and this sample that concerned me. Also a week of settling time in between. So I suppose it's possible this little amount of water has been in the system some time but only recently worked it's way to the bottom.
  24. Hi guys looking for some advice - as after many years of checking fuel - last night I actually did find a problem. Some background first. Not sure of the source of contamination, but I was away a few weeks ago and had to leave my aircraft tied down in some moderately heavy rain. I also flew through a number of light showers and refilled a couple of times including from a new perfectly clean plastic jerry can. My aircraft has LH and RH fibreglass wing tanks. Each feeds through independent lines from the back of the wing root through two taps before combining. There is a common drain point at the bottom of the fuselage and gascolator on the firewall. Return line to the LH tank. The tanks do not have sump valves, so all I can really check is the gascolator and therefore which ever tank is switched on. I can switch on both tanks but then they cross-feed (meaning the levels I have off the dipstick are no longer correct) Before flying I always took a sample, but it has occurred to me that I was parked on a hill so water could have been trapped away from the tank outlets when I took samples. Anyway I went to fly last night and open the opposite valve to the one I last few on. I collected about a two teaspoons (20ml) of water with a little bit of fine brown sediment. Before this my samples have always been perfectly clear (yellow 95 RON) I shook the sample and it formed spheres before resettling in the bottom of the glass. (sorry about the blury photo - some irony there..) I then took about another 500mL with no further contamination. So maybe this has all the water out. But I think I drain both tanks and the fuel lines as completely as I can - and continue checking. I might drain each wing separately and jack the aircraft so the port is at the lowest point. I think i'll all so drain from the gascolator until dry Funny thing is fuel checks were drummed into me throughout my training and early flying - but never with any real advice about an acceptable threshold or steps for rectification. Any other thoughts or ideas appreciated. Cheers
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