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djpacro

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Everything posted by djpacro

  1. djpacro
    Suggest that you fix the spelling of the hotshot star aerobatic pilots - Jock Folan and Gerard. I can't make it as I have a birthday party to go to. I was in Narromine last weekend however so caught up with other hotshot aerobatic pilots.
  2. djpacro
    Good start! I didn't see your qualifying statement about "flying straight ahead" and stall. Anyway, my comment is pretty much the same. The objective with the use of rudder in a stall is NOT to keep the wings level, particularly not to return the wings to level after an entry to an incipient spin.
  3. djpacro
    When people ask me that I generally get them (in an aeroplane) to do a stall in a turn and then recover. I don’t offer any advice as anyone who has learnt to fly or done a flight review in recent years per CAsA’s Part 61 should be competent at them.
  4. djpacro
    A few points in response: I used to be scared of stalls when I was learning to fly. I know quite a few instructors who are scared of them. So your situation is quite common and there is a cure as Kyle suggested. "they are safe" - well, too many of my friends and acquaintances have been killed as a result of a stall, so nope, not necessarily. "using the rudder to keep the wings level" - that can be very dangerous so your "easing the control column forward without worrying about using the rudder to keep the wings level" is very much safer. "worrying that if I don't keep the wings level I will spin" - keeping the wings level has diddly squat to do whether you spin or not. "And die." Potentially, if you do the wrong thing and that seems likely from your post. I recommend that you now read https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/06_afh_ch4.pdf
  5. djpacro
    As much as 6K vis? Very much less down the road at Narromine.
  6. djpacro
    I guess that it is something like this https://www.iac.org/media-gallery/detail/3847/10313
  7. djpacro
    The DR-109 is noticeably different. Can’t think what it is at the moment.
  8. djpacro
    Obviously a big gap for him but he has been building up other aspects of his business - not new as Red Bull had a long pause a while back - e.g. just before the last race he had a charter to the outback in his King Air.
  9. djpacro
    For info, I note that many put stuff like this in checklists: "check oil pressure in green within 30 seconds". Lycoming actually states: "If minimum oil pressure is not indicated within thirty seconds, stop engine ...". Short story is that it does not have to be within "the green". Quite a few variables such as different installations in different aeroplanes (my aerobatic aircraft have lots of extra oil hoses for the pump to work against when cold especially), ambient temperature and type/grade of oil.
  10. djpacro
    Interesting question (miserable weather this weekend so people get to put up with me online). It seems that the book figure is 47 KIAS? I can't find the conversion to CAS. My copy of the Owner's Handbook states that the stall speed is 57 mph = 50 kts - perhaps that is CAS? I wonder if RAA knows - surely they have looked at it and determined whether it complies with the requirement for a Vso of 45 kts? Pretty simple to me - if it complies then OK and if it doesn't comply then cannot be registered RAA (I recall that we've seen this before). Interesting that CAO 95.55 simply refers to a Vso of 45 kts without stating whether it is ASIR, IAS, CAS etc. The CAO refers to the CASR dictionary which has a simple definition of Vso without stating whether it is ASIR, IAS, CAS etc. That dictionary refers to the USA FARs section 1.2 which has the same definition also without stating whether it is ASIR, IAS, CAS etc. So, nowhere do the rules state that your Vso has to be CAS so I guess you get to choose yourself? Fit an ASI which has lots of error in the right direction and demonstrate it shows less than 45 at the stall.
  11. djpacro
    Refer ERSA for alternatives to NAIPS.
  12. djpacro
    Interesting that from https://cafe.foundation/v2/pdf_cafe_apr/rv-9a.pdf at 797 kg the stall speed is 42.7 KCAS.
  13. djpacro
    Actually they are not CASA's words - Australian Flying Magazine got it wrong. At least CASA knows that a PA-22 is not a Tomahawk. The magazine introduced IAS but CASA just stated stall speed of 45 kts per the CAO so I guess they haven't yet worked out if it is supposed to be IAS or CAS. The STCs for VGs on little aeroplanes generally don't come with a POH supplement showing the lower stall speeds and performance per https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20001212X20122&key=1 so officially the stall speed has not changed.
  14. djpacro
    Certified aeroplanes are required to determine Vso in CAS however the figure may not be in the AFM/POH as I have discovered. Yep, I think someone in CASA will eventually work it out. ...... Even homebuilt aircraft are supposed to determine stall speed in CAS per https://www.casa.gov.au/file/122726/download?token=NFLC3fMe per https://www.casa.gov.au/file/152031/download?token=8ztVbEcR so CASA thinks that the figures are available. I am sceptical.
  15. djpacro
    I think you will find that it is stall speed in CAS not IAS. Generally, CAS is a higher figure than IAS. Then there is the technical issue of determining stall speed in CAS for some.
  16. djpacro
    https://www.amazon.com.au/Stalls-Spins-Safety-Revised-Sammy-ebook/dp/B008P1HLJ4
  17. djpacro
    Questair Venture
  18. djpacro
    Plus: it is less unstable with more download on the tailwheel giving the tyre extra friction so it definitely helps to put the stick in the correct position. Of the two airplanes I usually fly: Super Decathlon with just the pilot in the front seat I can easily pick the tail up however with the Pitts S-2C I cannot budge it myself, let alone with the pilot in the rear seat. Still, the Pitts gets twitchy halfway through the landing roll.
  19. djpacro
    Indeed, I rarely do a loop in the circuit and also rarely go up and over into an Immelmann turn. Rolls are very quick so go unnoticed.
  20. djpacro
    Thanks, my Pitts comes down very steeply, 90 kts over the fence.
  21. djpacro
    My Pitts will be very much closer to the runway than most types. At 150+ I might choose to be one downwind at 1500 ft and be closer than the average 172. I turn base abeam the piano keys.
  22. djpacro
    Those hazardous attitudes are from the USA FAA who always seem clearer to me than what comes out of CASA. I always recommend that pilots read their Handbook of Aeronautical Knowledge https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/04_phak_ch2.pdf One of my friends was criticised by a coroner for not reporting - he said that he had counselled the pilot previously, nope he simply should've reported him as it probably would've saved his young passenger. I've used this ATSB facility before - REPCON is a voluntary and confidential reporting scheme. REPCON allows any person who has an aviation safety concern to report it to the ATSB confidentially. Protection of the reporter's identity and any individual referred to in the report is a primary element of the scheme. https://www.atsb.gov.au/voluntary/repcon-aviation/
  23. djpacro
    USA rules have been fairly stable for many years. UK (although EASA changing that but Brexit will fix it) also does not require training in aerobatics and has no aerobatic endorsement etc. Guess what their minimum height for aerobatics is? Indeed, accidents stats for those activities are similar to here.
  24. djpacro

    Stalls

    djpacro replied to djpacro's topic in Aerobatics

    I often see cries of "racist" to shut down discussion but this is the first time that I've seen one on stalls closed down. There is a button up there to report a post if you don't like it or take that discussion elsewhere .... anyway I'm off ......
  25. djpacro

    Stalls

    djpacro replied to djpacro's topic in Aerobatics

    That document was written nearly 30 years ago and refers to NTSB recommendations from over 40 years ago. The NTSB has recommended UPRT training for some time now - refer ICAO requirements. Good stuff to read here: https://www.safepilots.org/resource-center/public-documents/avoiding-loss-of-control/
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