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djpacro

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Everything posted by djpacro

  1. djpacro
    I remember that
  2. djpacro
    Some general comments from https://www.pprune.org/archive/index.php/t-221613.html here: "As for toe-in/out; a small amount of toe-in will cause the drag to be reduced slightly on the inside wheel if a swing starts, and the yaw moment that this creates is stabilising i.e. it wants to swing you back straight again. For toe-out the converse is true, and any deviation from straight ahead is exaggerated. The elasticity of spring-bar type undercarriages means that drag on the wheel wants to turn the wheels outwards towards a toe-out configuration ..." A Pitts can be decidedly ornery with too much of either, especially with the bungee gear - you can see the effect just pushing it backwards and forwards on the ground.. The 8KCAB Service Manual specified nil toe-in/out and rectified by shims (which can also be used to fix the camber). You can buy shims at https://www.aircraftspruce.com/catalog/lgpages/tapershim.php with this advice: "For wheel alignment. Ideal setting is zero toe-in and zero camber at normal operating weight. shims may be rotated to any one of four positions to obtain desired result."
  3. djpacro
    I hadn’t seen a single seater E-3 before (I lead a sheltered life).
  4. djpacro
    Can we rule out the Su26, 29, 31 and Juka.
  5. djpacro
    All good questions but not all of the questions ... and doesn’t answer the original question of what CASA’s position is.
  6. djpacro
    My guess is that their position is identical to an internal installation of an EFB - from an engineering point of view they have similar considerations. The law is identical. I suggest that you read the CAAP in EFBs, just the short text on airworthiness engineering approval.
  7. djpacro
    Cygnet
  8. djpacro
    Yep, I can wait for the investigation and in the meantime I'll quietly note the words from the witnesses with my observations of the accident site.
  9. djpacro
    I flew the turboprop version of the CT4 nearly 30 years ago. A fun aeroplane.
  10. djpacro
    A bit of light reading (a lot of good research since the Aircruiser was designed) and the solution depends on the problem you want to fix: https://www.flyingmag.com/how-wing-cuffs-work http://phil.zatetic.com/school/AAE_415_Presentation.pdf http://www.airspeedalive.com/writings/improving-airplane-stall-characteristics-with-fixed-devices/ then into some detail like https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19780005068.pdf and https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19710021678.pdf
  11. djpacro
    Henry used to tell us that the whole wind/tunnel shook when the model stalled! The prototype had a violent uncommanded roll which was fixed by the wing fences. Seems to me that those cuffs were too large. I have a copy of the Aircruiser W/T test report. I’ve used smaller wing root cuffs successfully. As an example take a look at the T-34C.
  12. djpacro
    From my contact at RAPAC: “..... The bigger issue is that CASA changed the direction of travel after the RAPAC presentation and other consultation. There was no consultation whatsoever about the change of flight direction at 1500 ft. The first RAPAC knew about it is when we saw the new charts along with everyone else. It also appears as if CASA sidestepped the OAR as well. ....” CASA did it all by themselves.
  13. djpacro
    Rich Stowell’s book on Stall/Spin Awareness has information quoted from a Cessna test pilot - yep, it will happen, different behaviour in different models .... from memory rectified in later models however the warning in the AFM may have been retained. Sideslipping turn was in CASA’s Day VFR Syllabus and is still in the Part 61 MOS.
  14. djpacro
    Not many. The most exciting part was when CASA went to investigate the sausages with the onion on top.
  15. djpacro
    Some years ago a well known aerobatic instructor around Melbourne told a young lady that she would need an approved aerobatic bra. Before the internet and unable to find a shop which knew about them she rang CASA (its predecessor actually) to ask for the list of approved aerobatic bras. Sometime later the FOI was talking to Dick: “It was you wasn’t it?”?
  16. djpacro
    how could I miss it
  17. djpacro
    Aquila A210
  18. djpacro
    It is 30 mins at holding rate. I expect to call “minimum fuel” every now and then when inbound to my local Class D airfield.
  19. djpacro
    CASA: “The VTC aeronautical chart inset 1:150,000 scale has been updated with the new VFR lane procedures. This is a recommended procedure only ...” only recommended
  20. djpacro
    Still need enough out of the "blanketed" area - easy enough to do a reasonable assessment at the initial design phase but costly to fix at prototype stage. Even just to demonstrate compliance with the LSA requirements for recovery from a one turn spin is a significant and costly effort.
  21. djpacro
    Robin 2160
  22. djpacro
    Sounds painful .... I usually wear Nomex/leather flying gloves and recently bought a couple of pair at Oshkosh which has the leather compatible with touchscreens - they are available in Australia too.
  23. djpacro
    pretty much what the emergency section of my flight manual says. Anything else depends ... a guy I know overseas was killed when he was nearly safe on the ground - opened the canopy before it stopped moving and the slipstream fanned the flames.
  24. djpacro
    Dunno about that. Strut generally doesn't carry the full vertical load from the wing - some vertical shear can be taken by the inboard spar attachments. Plus, a fitting factor is generally applied to bolted connections. Perhaps a good illustration but not "spot on". Probably. I did some CAR 35 work back then and I saw some silly attempts at showing compliance to BCAR Section S so I guess similar silly things going on with the self-certified LSAs but no-one is vetting it appropriately.
  25. djpacro
    Perhaps for the best
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