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djpacro

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Everything posted by djpacro

  1. djpacro
    You had a first class instructor in Alf! One of my students is listed on that old page too. It would've been at GFS then - training records were in the Scouts filing cabinet so perhaps the filing cabinet is still with someone or at MFS (or even at Oxford)- worth asking around? I'll make some enquiries. Do you remember who did your GFPT test?
  2. djpacro
    The GFPT should’ve been notified to CASA back then so, I agree, the logbook would be very useful especially as it should have the GFPT sticker in it. No reason for a school to keep training records for that long, perhaps your logbook was left at SAS so an extremely small chance that it is buried somewhere. Recall names of any instructors? Looks like you’ll have to start from scratch and notch up the minimum hours at least.
  3. djpacro
    Your GFPT will get you an RPL with a little bit of paperwork so saves doing a test at the end of your refresher training, just a flight review. Absence of a logbook after all that time doesn’t matter at all. One of my friends was in a similar situation except that he had his logbook but no-one was interested in the contents.
  4. djpacro
    AOPA and SAAA are not "shooting down the GFA and RAAus privileges", to the contrary, the letters I see applaud those privileges however they are angry at RAA trying to stop some of those same privileges being given to those who fly under CASA rules - safety is the consideration not protection of someone's empire.
  5. djpacro
    ATSB
  6. djpacro
    Cessna TTx Model T240
  7. djpacro
    One of my friends worked for the company back in the '90s. I was lucky to beat kasper again.
  8. djpacro
    Angel Aircraft Model 44
  9. djpacro
    The last flap position was removed by CASA (their predecessor actually) via AD due aileron overbalance at low airspeed. http://services.casa.gov.au/airworth/airwd/ADfiles/under/vat/VAT-018.pdf refers. This later AD introduced springs into the aileron to increase the force required to deflect the aileron - the last flap position could then be reinstated but I am not aware of any which did. http://services.casa.gov.au/airworth/airwd/ADfiles/under/vat/VAT-034.pdf
  10. djpacro
    given the requirement to check w&b then I’ll wait and see whether loading beyond the aft cg was inadvertent or not
  11. djpacro
    A Sling 4 POH (dunno if it applied to that example) that I found online clearly indicated that it was extremely easy to load outside the allowable CG range. Not too hard to take the hint from the sample loadings in that POH.
  12. djpacro
    Stall stick position also depends on power setting and loading on the controls. I have previously posted data on stick position vs AoA for specific aircraft - one in which stick position would be particularly useless in indicating an approach to a stall - regardless, it is a sensible cue. Unless one has one of these new-fangled AoA indicators fitted but many don’t. Unfortunately many people don’t sense stick position, instead they are generally aware of stick force hence the choice of that link I recently posted.
  13. djpacro
    Some good advice by Jim at http://www.dylanaviation.com/dont-stall/ Despite my briefing to wait until established on final before reducing airspeed, pretty much all of my tailwheel students lose airspeed during the base to final turn so they purposely pull back and increase the angle of attack - definitely not a good habit. The turn method of "bank ... balance ... back pressure" used in initial training has its place but not in this situation.
  14. djpacro
    See the video and a witness statement: "It, like, lost control, and it was twirling, and the more twirl, the more lower it came down and then we heard the bang,"I can only recall that NTSB forum again per my prior post.
  15. djpacro
    So many accidents (per the NTSB Forum that I attended at Oshkosh) ... turn .. stall .. spin .. crash ... burn ... die .. Might not be relevant to this accident, my comment is generic, I can wait for the final report ... I wouldn't think a "major control failure" would result in: "A witness who was on the mountainside at the time of the crash told the 20 Minutes newspaper that "the plane turned 180 degrees to the south and fell to the ground like a stone"."
  16. djpacro
    When you are done with #1130 try this one: Seen in a hangar at Oshkosh last week.
  17. djpacro
    Plus, only small cones on the ground to separate the flight line from the crowd. I observed one eager person walk past and he was politely told what the cones meant. North side of the field I could walk through an unguarded gate to airside for the shuttle bus.
  18. djpacro
    It is indeed. If someone comes to me for a tailwheel endorsement and who has only flown a PA-28 I tell them to go away and do some circuits in a Cessna 150/152/172 for a much easier transition to the Super Decathlon.
  19. djpacro
    Too easy with AT 11 marked on it just like an Airfix kit 1990 AT-11 Alpha-Jet 003
  20. djpacro
    and on the north side the gates are open with nil security - I’ve been walking in every morning to airside (and underwing camping) for the bus to the admission gate where my bag is checked for guns and knives. Crowd line will be roped off from the flight line on Friday. Reminds me, I bought a kit at the show with a safetyknife so must take it out of my bag tonight.
  21. djpacro
    Too late, 4 Aussies just spent a few days in San Diego.
  22. djpacro
    New Service Letter for exterior washing of Citabria and Decathlon: http://www.americanchampionaircraft.com/assets/sl-450.pdf
  23. djpacro
    Just decided last week to go for my 5th time. Aussies for Oshkosh group on Facebook is having a dinner at the Hilton on Thursday night - message me if you want to come along.I’m here all week, mostly at the Aerobatic Club Building.
  24. djpacro
    A form to CASA will give you an RPL. Why is there a need to do those theory courses as they were done with GFPT and the RPL should have an easy transition to RPC?
  25. djpacro
    PIPER/CUB CRAFTERS PA-18-150
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