F10

In my experience, during “g” or “accelerated” stalls, or autorotation induced with aileron lose or at the stall, the aircraft recovers very quickly with centralising controls. The real crucial factor is to unload or reduce AoA, that’s why ideally, get the stick forward of neutral. 2-3 turns of a spin will be considered fully developed when rates of roll, pitch, yaw are constant. In the incipient phase, roll, pitch, yaw are generally oscillatory, and the aircraft will also be transitioning from level flight, to a vertical spiral, around the spin axes. As I said, in the incipient phase, the moments of inertia in yaw, roll, pitch have not had time to build up. This is a generic consideration, some aircraft may well be fully into the spin earlier. But to me, there is a difference between the incipient and fully developed spin, and moments of inertia to me, will take more than 1 turn to fully develop. at the end of the day, consider an autorotation, occurring in a base leg turn. Without spin training, power to idle, then centralising controls, making sure you unload enough to un-stall the wings, crucial. Most aircraft should recover. In a fully developed spin, most aircraft should recover, with controls held neutral, otherwise to me, they should not have been certified. The reason that positive spin recovery actions are taken, is recovery will be faster. Snapping on full opposite rudder may not be required, and my slight problem with this is, you need to remember to centralise the rudder immediately on recovery, or yaw roll to the opposite direction could occur, and possibly cause an autorotation to occur in the opposite direction. Again, look at the flight manual.

Cheers Bill, been out of professional flying since 2018, we always had ASICS. Will go on the CASA site and check it out.

CASA states that anyone with a licence, should have an ASIC card. In other words, as a licenced pilot, you have the authority, to apply for an ASIC. Imagine my surprise when after doing my CPL flight review, I was told by the crowd issuing the ASIC, that my company, had to give me a letter, justifying why I need an ASIC!?? This was a problem, as my present employment actually doesn’t require me to have an ASIC. So, your licence suddenly is now not sufficient authorisation to have an ASIC!?? Yet, you could be asked and probably will be asked to produce your ASIC at a flight revue? There is a disconnect here between CASA and the people issuing ASIC’s and it suggests the system is broken.

Yes, interesting case. The yaw and nose up pitch caused by power, in a power on stall, can get you into trouble. Taking the aerodynamic factors or mechanics of an autorotation, the start of the spin, I think what is important here, is there is a difference between the incipient recovery and a fully developed spin recovery. In the incipient phase, the stability or aerodynamic forces acting on the tail, are dominant and if you immediately centralise the controls, (stick neutral or slightly forward of neutral), power to idle, the aircraft will recover immediately. In a fully developed spin, moments of inertia in roll, pitch and yaw, have built up, the aircraft wants to keep doing what it’s doing, according to Newton first law. Most aircraft will be considered to be in a fully developed spin after 2-3 turns. So this is when you need to pull the stick back, to prevent rudder blanking and go check power off, then full opposite rudder, ease stick forward, to install wings. I think it is not vital to “stabilise the aircraft”, especially if you don’t have much altitude to work with. Rudder blanking not so critical in my view. Just start the recovery. Spin recovery can be confusing because for a short period of time, about 3/4 of a turn, the rate of into spin roll, increases. This is because the outer wing will un-stall first, causing a short duration rapid increase in roll rate, before damping in roll suddenly stops it, as the aircraft recovers. At the end of the day, your aircraft flight manual instructions on spin recovery actions, should always be followed.

Good job, you can see he held off the bad leg as long as possible, nice!

Glad to hear you got away with just wet wheels, phew, it was close! I guess that Jab, being GRP, might be ok....? Terrible event, feel for the poor Lismore dudes.

One interesting comment on the 737, from the Max disasters was the fact the 737 airframe has ben pushed possibly...beyond it's capabilities. This is interesting because to me, the best airliner Boeing ever made, was the 727. Now yes, it may not look as pretty with two turbofans on the rear end, (I think because of the size of the high bypass fan, the third engine would have had to have been ditched). But the 727 had more sweepback than any other Boeing, giving it a cruise speed of 0.9 Mach due to the sweep delaying local Mach shock wave development on the wings. The airstairs at the back, no airport equipment required. The grouping of the engines in the tail meant an engine failure on take off, only resulted in the VSI sagging by 300Ft/min, in the cockpit all you heard was the hiss of airflow over the windshield. It handled like a fighter, no heavy engines on the wing to dampen roll rate......Cool machine! Just seems strange Boeing didn't look at developing the 727 rocket ship. Maybe with the 737 issues, a big mistake?

Finally....the satisfaction of actually for once seeing little silvery water drops in the fuel tester...!

Fond memories of flying 152’s with the Durban Wings Club, Virginia Airport, Nadal South Africa, during high school holidays. Every minute was like gold! One incident, stuck my head a bit too far out the open window, and my sunnies got whipped off, to disappear in the sugar cane fields far below….hopefully found one day by a lucky cane cutter.

Desperation I guess you could strap four or five 200 litre drums to the side of the fuselage or under a Cherokee’s wings! Might reduce damage to recoverable levels, but then same problem, leaving it till too late?

Spin is a stalled condition, with this difference, the “autorotation”. When one wing stalls before the other, it drops and the aircraft yaws towards the greater drag of the dropped wing and rolls towards it, as it has less lift than the high wing. Flat spins (aircraft close to level attitude) have high rates of yaw, compared to roll. Nose down spins tend to have higher rates of roll, to yaw. On spin recovery, the high wing will install first. This leads to a sudden rapid increase in roll rate, for about 1/2 to 3/4 of a spin turn, before damping in roll stops the roll, abruptly. This “wind up”, can look like the spin is getting worse, but it is in fact, a sign of recovery.

I wrote to Coastal Aviation recently, enquiring about Skyfox spares. They said they will look, they have quite a lot, then Ron mentioned they are thinking of building 25 and 25N Gazelles again. Interesting, maybe the Ukraine situation might increase incentive and might make a locally produced, affordable and locally supported aircraft in this class, a workable proposition? Hopefully the 100 Hp 912S will be used as an engine, I think this will bring performance up to the level of Kitfoxes and Eurofox, without re-certification nightmares.

Anyone looking for hangar space in the central/south Gippsland area, Yarram airfield spot available. Message me.

while Yeah if there's one thing about a separate trim tab setup, is that it gives you another way to fly the aircraft, if you don't lose the whole elevator. Pitch control with power changes can work, but not easy. Bad sitch really. I recall the terrible Japan Airlines 747 accident when the rear fuselage pressure bulkhead failed due to an old repair done incorrectly. As a result, several thousand cubic metres of pressurized air flooded into the tail section and blew off the entire tailfin, or about 90% of it. Also lost elevator control I understand. They flew it for quite a while using differential thrust, but eventually hit some high ground, terrible event.

Bad news! Foxbat is a nice machine, it would be on my shopping list if I had the folding plastic....Yes, Foxbat, NVG's and a gattling, it would be fun! Russians proving to be as useless as many thought. I hope they bleed big time...I lost a few mates to Russian supplied weaponry in Namibia (South West Africa), weaponry they have absolutely flooded the world with....every loonie rebel or jihadi and his dog, has an AK47 and a ZSU 23-2 mounted on a bloody Land Cruiser. I distinctly remember the Russian gun camera films of their strikes in Syria, they always seemed a bit off target...Every A10 Thunderbolt pilot in the world must be absolutely salivating at the sight of that tightly packed 3 vehicle deep convoy.....the 30mm Gatling would have a field day.

Horrendous! Did that Tiger Moth survive? The one Cherokee had a lot of long grass under it, so probably derelict in some way, but you gotta wonder why others weren't flown out....as I think this airfield has flooded before? Terrible situation.

Brings a whole new meaning to "Hanging on for dear life!" Cor blimey!

Unload....in any stall, spin, base leg stall, unload the wings (stick FWD).....the aircraft will fly again, it has no option but to fly again.... People in the circuit or close to the ground, or frightened....will instinctively pull back on the stick, back means...up...to safety....but unfortunately not in a stalled condition. Back now will mean...down....windshield full of brown instead of blue.....pants too!

Pics of the Gazelle in her new West Sale home. Nose art indicating the old life and the new! Such a pleasure with the Gazelle so much more accessible distance from home wise, and we don’t need to fold wings! Had a fun flight YWSL to YLTV, went walkabout to see for any open hangars for a chat and came across a David, who was prepping a nice looking Piper Pacer for startup. Interesting as this aircraft he said, started life as a Tripacer, but was converted to a taildragger Piper Pacer….apparently as are a lot of Tripacers. It looked good, with nice fat off airport tyres. Dave was off to the run up bay/compass swing bay, to give the engine a run up and power check. Battery was bad so I offered to man the cockpit, held the brakes and selected left impulse mag on his shout, and she started quite easily on the third or so hand swing. Good fun! After that it was a fun flight back to YWSL, with a swing over Sale township, before landing. No better way to spend a few Sunday hours!

Nothing worse than a bad instructor, especially the shouters…really annoys me, I’ve held both helicopter and fixed wing instructor ratings, not current now, but even with my experience, a shouter unsettles me. Now at least I just return to the field and on shut down I say, “Sorry mate, but we’ll never fly together again”. Then I’ve flown with instructors who make it such fun you’re bursting to go fly again. When it stops being fun….Houston we have a problem! Bob Tuck (my boyhood hero) very nearly washed out in flight school, because he was trying too hard. On his wash out check, he kind of gave up and just enjoyed the flight…and flew brilliantly. The CFI said to his concerned instructor when they got back, “Not to worry, he’s just twigged the whole thing”. He went on to become one of the top scoring RAF fighter pilots of the war.

No probs, it's achieved it's purpose of reminding us we all make mistakes and to be aware/mindful.

I would think removing one door would be ok, two could allow to much airflow in cabin and could be a drag problem. Cherokee doors often have opened in flight without big issues, because I think it’s only got one door. Best policy is stick to what flight manual allows!