djpacro

how could I miss it

Aquila A210

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.

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

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.

Robin 2160

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.

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.

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.

Perhaps for the best

I wonder where they were going early arvo on the 19th Log in or sign up to view

The two presenters named on the programme to talk about aerobatics were both there.

Some Pitts there too.

Yep, including the hand-written amendments to WAC per AIP SUP: I see that, in Victoria, Beaufort and Moama are included now but Woodvale is deleted. That Beaufort one and Moama are on VNCs so Avplan picks them up. It seems that Woodvale hasn't yet made it to the VNC but AvPlan's ALA overlay picks it up - but the overlay is not a chart per CASA. I don't know how many people bother to check the AIP SUP for manuscript amendments?

Give thanks for the fowl shot into jet engines in the name of safety https://www.ntsb.gov/news/events/documents/oklahoma_city_ok-2_web_bird_strike_cert_and_damage_john_ocallaghan.pdf

thawed before testing

Sportys

Good, important to fix that and develop good habits.

Get some of these

For FAR 23 airplanes not approved for intentional spins - basically a controllability requirement from a delayed stall recovery - recover after one turn (or 3 seconds) of a spin within one additional turn; plus consider the effect of abnormal control actions during that first turn in which a further two turns is acceptable to recover. Abnormal control actions "The parameters that need to be investigated depend on the design of the airplane as well as on the results of the normal spin tests. These checks include, as a minimum, the following: the effect of ailerons with and against the spin, the effect of elevator applied before the rudder at recovery, the effect of slow elevator release, the effect of entry attitude. Ailerons with and against the spin should be applied at entry and during spins. Elevator and rudder against the spin should be applied during the spin. Spinning should continue for up to three seconds, or for one full turn, while the effects of abnormal aerodynamic control inputs are observed. Apply normal recovery controls as outlined in paragraph c(2)." I have experienced most of those abnormal control actions just doing straight, power off stalls in flight reviews and refresher training with PPLs. It is quite an extensive test program with different cg positions etc - a pilot can be reasonably confident in using such an airplane as a flight trainer doing all of the stall exercises in Part 61. Para c(2): "recover by reducing power to idle, if not already at idle, apply full .... rudder followed by forward elevator". LSA requirements are similar or identical (I haven't looked recently and I'm not familiar with all of their requirements). Difference is that LSAs are self-certified and FAR 23 airplanes are certified by the USA FAA who are extremely knowledgeable and skilled.

Let me know how the Aerobatics Education Session goes - “what it takes, and how to go about it.”

The recent crash of the GIPPSAERO GA-10 during spin testing is also relevant ANC18LA042 The difference is that they were letting it go to the point required by FAR 23 before commencing recovery actions - i.e. after one turn.One would expect any certified single engine aeroplane to recover from a spin if the correct recovery actions were initiated prior to one turn.

There's more to the story in comments/discussion here - it would be good to see the video prior to the bit shown here, or get more detailed info from the pilot. Regardless, it does seem particularly relevant as the pilot stated that "I deployed the Chute because the aircraft would not recover from a Flat Spin!!!" His friend commented: "I actually know this guy and he's no lightweight in both fixed and rotary wing. Also did his time in the Airlines on jets. This was certification flying and things went wrong. I spoke with him about this and what you are seeing here is the latter stages of what became an unrecoverable spin." Yes, definitely relevant.

Thanks, but I've already got a skyrocket. I enjoy visiting Bill here ... ... check out the airspeed in the flat spin.

These days I generally only fly FAR 23 certified airplanes approved for intentional spins - anything different and I take a keen interest in the tech specs/testing/history of the type and I’ve declined to fly quite a few times. Even the shape and layout of a tail will put me off per previous discussion here.PS: want to buy my 4WD Jeep as I’d like a red open top sports car now?