djpacro

Knight Twister, just saw that Thruster88 got it yesterday, sorry for the delay, I've been off the grid. I'll try to keep up.

Two scenarios: 1. Stall with an uncommanded wing drop. This is what normal category airplanes may undertake safely. Certification flight testing for recovery from a one turn spin provides for a pilot to not get it quite right with perhaps a delay in the correct stall recovery actions. If it is progressing towards a spin then immediately use the spin recovery procedure in the flight manual. LSA spin test requirements are less stringent than FAR 23 normal category. NASA has done extensive spin testing on a few GA types and shown that one of these is unrecoverable after a couple more turns. Refer FAA ACs. 2. Intentionally doing an incipient spin is intentionally entering a spin. An airplane approved for intentional spins is required to safely undertake this. There will be more on this subject from the ATSB. CASA requires incipient spin training for an RPL per the new Part 61 and we are still waiting for the guidance material. It has taken a long awaited ATSB report for CASA to even start thinking about what they want instructors to teach and how to do it safely. Flight schools who require high-vis vests ..... my response is they are perhaps a good idea while walking across the road to the airplane (all pedestrians should wear them or carry a red flag around areas busy with cars) but then consider if a parachute is going to be more useful while flying. Reading Chapter 4 of the FAA’s Airplane Flying Handbook is well worthwhile - free online at Airplane Flying Handbook

What we are seeing now is CASA correctly stating not to do spins in types which are not appropriate. Per CASA's statement yesterday we will soon see more guidance on what is required per Part 61 training - you will see that it is much more than what was in the old Day VFR Syllabus.

Look at the Stern ST 87 then ...

JK-05 Junior

Zlin 526

I agree ... I've been thinking but .... there is also Sergio Dallan in Italy and his designs but not him either.

Of course.

Tail is quite a bit different so perhaps someone built one with a mod?

Nope, its not a common type

Same here, that's the figure in my Super Decathlon's AFM. Interestingly, my Lycoming manual simply states: "Engine is warm enough for take-off when the throttle can be opened without the engine faltering." I've flown other Decathlons where someone has changed the oil pressure gauges over the years. One has no marking so those pilots who call out "temps and pressures in the green" and then carry on without thinking have me thinking. Another has 160 deg F as the bottom of the green - one winter morning an instructor sat on the ground for almost all of his student's one hour lesson waiting for it to warm up!

The sectionals etc are scaleable here VFRMAP - Digital Aeronautical Charts

NDN Firecracker

That's per the pilot's award, used to be lucky to even get as much as the award. Supposed to cover time spent on things mentioned there. Seems to me that the often despised "sausage factories" operate that way but not all the smaller schools and aero clubs where instructors often only get paid for flying . Regardless, air time matters as that is the usual KPI for progression through any flight training syllabus. Part 61 introduced the mandatory requirement for instructors to be trained and tested in principles and methods of instruction ....

I sometimes think of charging my aeroplane out on flight switch rather than VDO (engine running time). I'd still want the same income as my costs remain the same and I want the same margin so for an hour flight (logged by the pilot) and 0.7 (average) on the flight switch (for aircraft maintenance) I would increase the rate by 43%. There will be no savings to hirers, just no pressure to hurry on the ground. Most flight schools charge out SE aeroplanes based on VDO as that is what pilots log and instructor award wages are based on. One of my friends had his aeroplane online at a flight school which he charged out on tacho time instead of VDO as the aeroplane didn't have a VDO. His rate was a bit higher than his competitor but cheaper effectively but all pilots saw on the rate sheet was a higher price so few chose to fly it. I did some dual in it and charged my time per my watch from engine start to engine stop - he complained as the tacho time was less! I don't accept getting my own pay on tacho time!

What did the AFM state?

You’re probably right. As Frank mentioned many fuel flow gauges are actually pressure gauges calibrated to show flow. There’s a requirement in FAR 23 (again from memory) to give info as to whether pumps are working or not.

At YMMB my standard is 0.2 before takeoff and 0.1 after landing. In winter it can take that 0.2 for the oil temp to get to the required figure. I've operated at a CTAF with about 2/3 that ground time (except in winter) on average. From YMMB it can take a little time to get to and from the training area so some more lost time perhaps, depending on the exercises.

me tooPlus, if at any time the engine stops I will then know the fuel pressure is zero and ...

Those 172s don't have a fuel pump. I think you'll find that the Archer 2 does. Even an old Cherokee 180 that I used to fly.

Most? I think you'll find that all certified aeroplanes requiring a fuel pump will have a fuel pressure gauge. eg Airtourer, PA-28s, Cessna 172 with fuel injected engines, Decathlons ...... - I think that about covers "most GA single engine aircraft" here?

There are more questions than just that? For example, why can you fly it without the same medical as someone flying the same type with VH?

But there is no mechanism for infrequent users so you must get an ASIC. Flight crew must have an ASIC if airside. Only passengers may be escorted by an holder of an ASIC. You are airside once the wheels touch down. So-called temporary ones VIC have rules making them useless for visitors who fly in.

Flying schools and other commercial operators require their Operations Manual to specify procedures for use of EFBs so must comply with the rules in the CAO and, of course, whatever their local CASA FOI requires ... which most likely will be that recommendation.Who is affected by the EFB regulations? So, when the flight school tells you something I can only assume that the context is while you are training so what they state must be in accordance with their Operations Manual? If not, they are probably giving you good advice but they are not telling you what the law is. In private operations you get to make the decision yourself. If I'm going somewhere busy and/or somewhere I'm not familiar with then I want everything going for me. If I'm going on a dawdle which CASA would say is a cross-country then I might go with just the iPhone and I would get through a ramp check per Ramp checks | CASA Out-n-Back Read the CAAP Electronic flight bag "This CAAP looks to provide guidance for the use of EFB by Air Operator’s Certificate (AOC) holders as they are bound to meet the obligations detailed in the AOC conditions set out in Appendix 9 of CAO 82.0. ....... The CAAP will also provide general guidance for private operators." There are nil requirements for private operators regarding this discussion.

Training is a commercial operation. Refer the rules, or even the CAAP, rather than informal text on a website.