Ada Elle

I'm (obviously) not privy to any conversations between the deceased and O'Sullivan, but: 1. It was a 19-rego factory built aircraft. 2. It appears to not have been airworthy (or rather, to not be demonstrated to have been airworthy) 3. It's unclear whether the unairworthiness was communicated to the deceased. Essentially, Supermarine sold the deceased an aircraft which, on the face of it, was unregistrable in this country. There is the question about whether the CG limits were properly ascertained, and then, after the ballast was moved at Gympie, whether the aircraft was still within its limits. The most skilled pilot in the world might not be able to fly an unairworthy aircraft; there is a reason test pilots wear parachutes. The other question is about Tony Kerr, who the coroner states: edit: I might have been a touch aggressive.

I have a stupid question about stall stick position and AoA - I tried an aircraft that would mush if you tried to enter the stall from straight and level, but if you brought the nose up with power, then held it there with the power off, it would do a proper aerodynamic stall. I'm guessing this has to do with the fuselage shadowing the elevators in certain pitch attitudes leading to less effective elevator not letting you stall, but I've never seen this described before (pitch dependent stall). Anyhow, I was just snarking that I do a fair number of intentional stalls, and have never had an unintentional one, so for me the most likely place to stall is at a good height.

At 3000' AGL, during a BFR. Seems to happen there every time.

Obviously not voluntary according to you, you either have the info or you get accused of performing illegal operations.

Is this the same Mike O'Sullivan of whom a coroner had this to say:

I've got no problems with that; I've got a problem with people looking at tx.ozrunways.com and tracking when and where I take my plane out. (eventually when i get one)

What sort of range do you get out of it? I don't remember the LSA55 tank as being much over 3 hours...

Navex YSCN-YSCB. At LBT, started flying into rain. Weather started deteriorating into not really VMC so backed out and went to the next reporting point. Never did get to speak to Canberra approach, but did a bit of talking to SY CEN and ML CEN. Put on the hood, flew around a bit with navaids, called inbound... then took off the hood on late downwind with the instructor saying 'get ready for your base turn'. Bit disorienting! At least I have the numbers to submit my RPL stuff now.

Do you have a reference to the low aspect ratio wing thing?

https://cce.sydney.edu.au/course/PPSU - $60 for 3 hours of groundschool.

If you own your own VH-registered aircraft, the name and address of the owner/operator is in the registry (online!). I don't own a plane but I have no desire for stickybeakers to know where I'm going, when I'm flying, etc etc.

I know of surgeons who record themselves and analyse their movements so that they can improve. Can't see how a gopro behind your head to make sure that you're doing everything wouldn't help during the critical phases of flight.

I've done a lot of glide approaches, from every part of the circuit, with the slightly wider circuit. (it's 1/2 mile vs 3/4 mile). typical glide ratio is what, 8:1 up to 10:1 for most LSA-class aircraft? so you should be able to go 1.3 nm from 1000ft, excluding turning distance.

I got introduced to the guys at YSCN tower. Was a great experience, and I got to apologise in advance for my terrible radio calls (first time in CTR).

... with a brand new engine, that's not a little bit down on compression, and making full RPMs... (I've flown a jab that refused to beat 500fpm climb continuous, despite what the POH says, and that would have been at a speed that would have soaked in a bit of heat into the engine too). How many Jabs are flown at a 0 density altitude? I would think that your average Jab takeoff is in >500ft of density altitude.

Not working for me

How long will the wings be, and what aspect ratio? (Will you make them for the Joey too? I'd love to have something that was along the lines of the Pipistrel Virus SW 100...)

Ok. Once my job situation is sorted, I'm going to start noting aircraft in hangers and giving people a call! (I'm sure you remember what registrar life was like.)

A Super Dimona has a wing loading, at MTOW, of about 40. Similar for Pipistrel Sinus. J230 is about 60kg/sm fully loaded. The other thing to consider is the aspect ratio of the wings, and the cleanness of the airframe.

You have to read 2.13 5-7. 2.13 1-4 only defines what recognised qualifications and flight time are, 5+ define how they are used in the context of awarding certificates and ratings. For example, a recognised qualification reduces the number of instructor hours in recreational aircraft.

If you would actually read things instead of copying and pasting: - the flight time is recognised qualifications are recognised for the purposes of endorsements, but not for the basic certificate.

That doesn't say that the qualifications will be recognised, only the flight time.

That's only for ICAO licenses, though, not sub-ICAO licenses, unless CASA develops specific conversion equivalencies.

I've done that, to check for ethanol in the past. However, if the dye had a reasonably low oil-water partition coeffficient (so 10:1 soluble, say - related to how hydrophilic it is) and a low diffusion coefficient (so it didn't mix very quickly - related to the size of the molecule) adding water to the cup might not let it sit long enough to diffuse into the water in 5-10s. Shaking it would improve the mixing. Especially if it precipitated out of solution onto the sides of the tank, you might not see a potential blue colour unless you let the water sit there for a long long time. (This is with a hypothetical blue dye that had these particular nasty qualities - and in that case, why would you use it in aircraft fuel?)

And with a bit of googling, the blue dye is Solvent Blue 98, which is essentially insoluble in water. so you will never get blue in an all-water sample.