Jump to content

djpacro

Members
 View Profile  See their activity

  • Posts

    2,898

  • Joined

  • Last visited

  • Days Won

    15

 Content Type 

Everything posted by djpacro

  1. djpacro
    Nesmith Cougar
  2. djpacro
    I use Aeroshell W15 W50 AeroShell Multigrade W 15 W 50
  3. djpacro
    To add: we were obviously going very fast, from a gradual circling descent overhead Moorabbin, so quite different from the standard PFL practice with a glide approach. That word "high" was wrt the high speed and being able to ensure getting on the field, rather than "high" wrt my normal approach profile. Backup plan was to restart the engine.
  4. djpacro
    It happened to me in the training area once. CASA FOI on board as my student. Turned the engine off, high short final.
  5. djpacro
    Currie Wot
  6. djpacro
    KM-2
  7. djpacro
    Much written about this stall accident ... I suggest Tony Kern's http://www.916-starfighter.de/darker_shades_of_blue-1.pdf
  8. djpacro
    Another one for you: I was a member of the ULAAA long before there was an AUF. Ultra Light Aircraft Association of Australia!
  9. djpacro
    To add to that, I suggest that you ring CASA and ask - they are helpful and will organise for you to get your tailwheel and nav endorsements transferred too.
  10. djpacro

    LOC-I in GA

    djpacro posted a topic in Aerobatics

    It is long overdue for this subject to be addressed in Australia. http://davidjpilkington.blogspot.com/2018/06/loc-i-in-australian-general-aviation.html
  11. djpacro
    That’s the one.
  12. djpacro
    I think it is the SA-III listed in this table.
  13. djpacro
    Nope .... somewhere in my garage I have a report assessing the cost of putting it into production (if my memory is correct). It came along after this one https://www.flightglobal.com/FlightPDFArchive/1981/1981 - 3419.PDF
  14. djpacro
    I think I know but just can’t recall the name ... UK some years ago?
  15. djpacro

    Stalls

    djpacro posted a topic in Aerobatics

    Notes on turning stalls required for training towards an RPL at http://aerobaticsaustralia.net/?p=165
  16. djpacro
    That's the current AIP, it will have to change when the new law comes in later this year.
  17. djpacro
    https://www.flightradar24.com/data/aircraft/vh-xmh#timesettings
  18. djpacro
    I had the smaller one previously for my Decathlon - this wider one fits the vernier mixture on my Super Decathlon.
  19. djpacro
    I got mine here http://www.skylines.com.au/products/93/throttle-mixture-lock
  20. djpacro
    yep https://www.yakuk.com/aircraft/c3603-c3605/
  21. djpacro
    discussed previously
  22. djpacro
    Read the other rule: " (5) The pilot in command must declare a situation of emergency fuel when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the fixed fuel reserve for the flight. The pilot in command must declare an emergency fuel state by broadcasting MAYDAY, MAYDAY, MAYDAY FUEL. Note The emergency fuel declaration is a distress message."
  23. djpacro
    I flew in one RV-6A with an empty weight of 477 kg, very strange as the load data sheet was dated many years prior to the aeroplane being built so I'd believe there would be more around with an empty weight of 477 kg.
  24. djpacro
    Loaded to that to that so divide by 1.5 to give the limit load factor? Who witnessed the tests, did they cover the critical load cases for that airframe?? The LAA does a very thorough job of it and their current data seems to be consistent with CASA back then https://www.lightaircraftassociation.co.uk/engineering/TADs/055 TAYLOR JT-1 MONOPLANE.pdf
  25. djpacro
    Regardless of what I think about the new rules (the NPRM process has finished), I try to follow rules and it won't cost me anything to call "MINIMUM FUEL" when inbound to Moorabbin (as I am normally close to reserves on an aerobatic flight, being limited by maximum aerobatic weight) as required by the new law. I can't image what unforeseen factors there may be so I will be obliged to ask the Tower about delay information. On the odd occasion when my landing is delayed it may turn out that I calculate that I'll eat into my reserve before landing and I will be required to call "MAYDAY". I probably won't be distressed as a pleasant and safe landing is almost certainly assured within the next 30 minutes. Perhaps a bit of paperwork for me to deal with afterwards but that's OK. Airservices will have paperwork too. We'll both be obliged to report it to the ATSB.
×
×
  • Create New...