djpacro
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Everything posted by djpacro
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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 ....
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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!
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What did the AFM state?
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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.
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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.
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me tooPlus, if at any time the engine stops I will then know the fuel pressure is zero and ...
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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.
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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?
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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?
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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.
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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.
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Training is a commercial operation. Refer the rules, or even the CAAP, rather than informal text on a website.
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I don't know the rules about that. Normally performance stall speeds are stated for fwd cg, it is rare for a manual to quote aft cg as well for a small airplane. Do the rules allow calculation or do they require specific test in which case a calibrated ASI is required etc etc?
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My copy of the POH has Vs of 62 mph CAS at aft cg, 64 at fwd cg.
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doesn’t apply to private operations My iPad Mini is a few years old and meets those CASA requirements anyway - they amended the text after the iPad Mini came out. I use my iPhone as a backup .... sometimes I just have the iPhone as sole source and that is legal - in that case my backup is memory and visual with mental calcs.
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I'd already discarded thoughts about the Emeraude and Minicab so ran out of ideas but .... let's go with Menestrel HN700.
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Radial Rocket
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Nesmith Cougar
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Vev, I know where, not when or what.
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1. You weren’t the only one. 2. Dunno what you refer to. I’ve come nowhere near crashing wrt this thread topic. 3. CASA decides the content of BAK. 4. I know about energy. 5. Not interested.
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Yep, but as others stated, whatever the AFM states. The Airtourer’s flaps do not deflect very much, incidentally, and the ailerons droop too. In a Husky I’d use full flap and their flaps are very effective.
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Many small GA airplanes have their best angle of climb with some flap deflected. Some require flap to comply with CASA's climb requirements of CAO 20.7.4.
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He still does not give the correct definition of Va.
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"Possible causes, or contributory factors, of an accident may be explored and opinion given based on the poster’s demonstrated reasons for giving such opinion."
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I guess that many are saved by the 50% margin between limit load factor (where the structure may deform) and ultimate load factor (structural failure) - I know of quite a few. These generally don't appear in accident reports. That Musketeer many years ago with buckled main spars and wing skins. Twisted steel tube truss, broken longerons, wing ribs broken etc on aerobatic airplanes. Still too many Aero Commanders with catastrophic wing failures not to mention Cessna 210s and Tiger Moths. https://www.flyingmag.com/technique/accidents/aerobatic-pilot-survives-extreme-failure
