APenNameAndThatA

It certainly acts like a forgiving aircraft. On the other hand, it can buffet and drop a wing when going into a stall. It is not one of those planes that just mushes in the stall (not that I have experienced one), hence the need to keep full rudder to stop it yawing and/or keep a wing up. It usually drops the right wing but it can be the left one, IIRC. Fuel in the tanks was equal. The stall is more stable if it has some flap and/or power. I think I put in a little bit of left aileron at around 30 s. Before that, the right wing dropped, and I put in left rudder, the left wing dropped a bit, I put in a bit of right rudder, the right wing dropped and I put in full left rudder. Even with full left rudder, there was yaw to the right, so I added a tiny bit of aileron to the left, that was not bigger than the accidental jerking of the control wheel that was happening most of the time. The rudder pedals in the passenger footwell are visible.

If Va increases with increased weight, then so will Vno, I expect. Both are counter intuitive. I suppose that the reason is that the engine mounts are designed to break before the wing spar. If the aircraft is heavier, then it will accelerate slower if it is heavier, hence, the increase in Va with heavier weight. I agree that having a 600 kg MTOW when the plane is designed for 700 kg MTOW is an example of bureaucracy affecting MTOW. On the other hand, that does not mean that it was/is wrong. On the other other hand, I can see an argument for 750 kg MTOW with the stall speed and PAX the same, to increase strength of planes while maintaining energy on impact and low number of deceased people.

That is very kind of you to say. I get a lot of comfort from being in a plane that is very hard to break. I have got used to trusting the straps. That took a while. Apparently, being in an open-cockpit plane takes even more getting used to. 😬

That is true. I wasn't. Obviously not in danger though, because I was started of at 80 kt slight nose up, and I was in an Extra with an instructor.

Started at 3500 ft, recovery started at 2600 and finished at 2300 ft. No power or flaps. Too chicken for full back elevator. Fear of stalls decreasing.

Bit off topic, but I have a high wing and mounted the iPad mini above the passenger’s head, on the wing root. It is in the shade so very readable.

I’m pretty sure that if you are overweight, you need to go faster, not slower. You need to go faster to develop the same lift at the same angle of attack. Likewise, manoeuvring speed increases with weight increase (you’d think the opposite would be true) but I’m not sure if this still applies when you are over gross . If your COG was too far forward or backwards, you would also want to go faster, I expect, so the horizontal stabiliser did not stall. In fairness, I note that RA-Aus planes with floats are generally 50kg heavier and structurally the same. Or are they?

So, I tried doing a lomcicak The instructor did one, I tried one, and then I felt sick 🙁. We went +5G and -3.5G. My eyeballs didn’t burst or fill up with blood. The airplane flipping all over the place made control inputs tricky. Apparently I did a flick roll then a negative flick roll so close enough 🙂.

That is true. But if they are at an old military airfield (likely) they might be bombed because the Russians dont know what is in their hanger. You are right about a tough call. The refugees who left a week ago are doing better than the ones trying to leave besieged cities.

The internet said the Foxbat people were saying they were going to keep manufacturing planes as long as they could. BAD decision. Should have moved their equipment to safety.

crossed controls

The bit I “like” 😆is when you put in full opposite rudder and… nothing happens, you just keep spinning. Then it slows down

23 psi max for Foxbat “tundra” tyres. Possibly because they were originally lawn tractor tyres.

That is an EXCELLENT video! Thanks! Power on stalls were a total anticlimax in the Decathlon. But I’m doing power on stalls in the Foxbat with my instructor before I do them alone. I’ve never done one in the Foxbat before! I’ll test the idea you can’t spin an aircraft without pro-spin inputs!

You can be if you want. I had to go on 100 rides at Dreamworld and Movieworld, over 2.5 months. In an Extra, before I did that, I was game to do steep turns only. After I did that, I did loops and things in the Extra. The next trip (IIRC) I did and recovered from an inverted spin. Before I had done that, I had never been on the thrill rides at Dreamworld because I was not game. I started off going on them with my eyes closed so I could cope. No lie. 100% true. On Saturday, weather permitting, it will be back in the Extra to do tumbles/Lomcovaks. I will ask about doing an inverted flick roll but maybe they aren’t a thing because you might burst something. The weird thing about habituation to scary things is that it does not feel that it will work while it is happening. That is, it does not *feel* as though it will feel get less scary with time.

Isn’t the start the same, though? Cut the power and check the airspeed?

Surely you unloaded the stick (kind of the opposite of pulling out) then levelled the wings then pulled out? I know I’m being the post police, but your post could give someone the wrong impression.

I might try that!

Another reason spinning in an aerobatic aircraft is less scary than stalling in a standard aircraft! In reality, of course, stalls are virtually 1G manoeuvres and are gentle on aircraft.

It’s more the out of control plunging sensation than a lack of knowledge.

They are about $35k IIRC, so much cheaper than more expensive new planes that will wear out faster. I can’t comment on operating costs.

I'm addicted to batteries, so I started going to AA meetings. (Borrowed from Twitter.) Timing car battery replacement is very organised.

I think my Foxbat just dropped in value.

They are most scary before you do them, in my experience. Your milage may vary, of course. Or if your flying instructor does one against your wishes. I seriously considered backhanding him the face.