djpacro

Probably no disagreement, just a different situation. Yesterday in the mid-20s on the ground was the upper level of comfort for me in the PItts - wearing a light flying suit, big bubble over a tight cockpit with the two small air vents open wide; radiated heat from the six cylinder Lycoming through the firewall with nil insulation; passenger's feet just a few inches above the exhaust pipes.

I didn't go to the trouble of finding out what aerofoil section etc is on the Beaver so just plucked this figure from https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19710021678.pdf A Design Summary of Stall Characteristics of Straight Wing Aircraft showing the typical effect of aspect ratio on stall margin distribution.

I lived in Wyoming for a while (flew up to ND a couple of times), some mornings in January were -40 (no need to convert F to C)!At -10C on the ground (6500 ft elevation) in bright sunshine I’d be happy to fly xcountry under the bubble canopy with no heater cruising at 12,000 ft. Same type of aeroplane here in Oz flying xcountry at +40C is very unpleasant.

Just had a quick look at The Spin Doctor - I like it. Good work, I will look at others while on hols at the beach.

Composites do suffer from fatigue eg see http://journals.sfu.ca/ts/index.php/ts/article/download/276/259 Note references #3 by Gary Esson and Alan Patching, #15 by Alan plus other Melbournians such as Nick Mileshkin. Alan spent much of his life working on fatigue: starting with Mustang airframes after WW2 to the composite glider work that he did at RMIT. (I recall Alan also telling us that wood also has some behaviour which could be characterised as fatigue but really only of slight academic interest.)

Is this it: ATC Pilots Log Book \ Skylines Aviation Supply I’ve gone electronic at https://myflightbook.com/

and I suggest checking CO levels after any change to cooling air inlets.

Not much different if you transfer from one GA school to another - instructors at your new school are still required to certify competencies per CASA’s MOS and the only way to do that is for you to demonstrate competency for each line item. Get your RPC and fill in a form to be granted an RPL gives you a stake in the ground but still needing a flight review.

My airplane has an MT C/S composite prop which requires overhaul every 6 (from memory) years and has very specific instructions about blade condition requiring repairs. Hoffmann props are similar. TBO also based on hours too.

It is not too hard to find more performance info on their website. No empty weight however so I look forward to reading what Steve writes about it in the next issue of Australian Flying before I form my opinion of it.(I have much better insults for people I know who have bought some other types.)

Back when the DoT (before CASA) used to produce ‘P’ charts to go in the Australian-specific flight manuals they used some straightforward software to correct measured distances to ISA SL and MTOW. It then printed out those ‘P’ Charts. A camera was used and distances/heights measured off the printed photo to get distance to/from 50 ft to the ground. People standing beside the runway marked ground distances, Some years ago I ran a Uni Course which did that as a student project using some more modern tools. I might still have those notes on how to do it (consistent with FAA AC 23-8 FAR 23 Flight Test Guide). Perhaps I should develop an app and retire on the profits from sales? CASA has similar info with details at https://www.casa.gov.au/file/122726/download?token=NFLC3fMe with a further reference to FAA AC 23-15.

I bought my 210 after the firmware upgrade and the dual watch function worked well (sold the airplane a few years later). New ICOM IC-A210 Released

There was little or no discussion or reported issues that I could see before CASA changed it a while back without consultation which suggests to me that was the optimum at the time so they should simply revert to that.

I had an AVID for quite a few years operating out of Moorabbin as it had approval from the govt dept to only require ASICs for entry into certain areas on the airport - they lost that exemption some years ago.My regular trips to Qld in the Pitts (220 nm range) had to avoid many airports, I diverted to one of those in unfavourable weather and quickly refuelled etc then got going. I had a long discussion with Essendon Airport management about that note regarding "frequent use" Applicants and cardholders Even if I flew in, and departed without stopping the engine (a typical training flight), I was airside so needed an ASIC. I was crew (instructor) so needed an ASIC - pilots with an ASIC can only escort a passenger. I asked about their visitor cards per Applying for an ASIC or an MSIC They only gave them to people who drove in, but even if I drove in prior to the flight they wouldn't give me one because they don't allow them to be taken away from the airport. We had an aerobatic contest at a security controlled airport in country NSW owned by the local council - all good as we were given visitor cards and had to be escorted by someone with an ASIC - worked well until the last day - we had to return the cards to the council office before we departed. But then we can't get to the aeroplane to depart as crew being escorted require a visitor card. All a farce as others have said. Have fun!

I did indeed and I even went as far as reading the next clause: "... and every year for pilots over 60 years of age".

Stop saying “roger”

I was at an Aviation Medical seminar last year - the CASA rep said that they'd rather have a pilot suffer a cardiac event on the treadmill than in an aeroplane.

Age is the single biggest factor in determining the need for a stress ECG for PPLs - almost impossible to avoid if over 60.

Requirements have been in FAR 23 for many years now. Reminds me, must order that helmet for myself and get the chute repacked.

Back in the good old days, before CASA, the govt was much more helpful - my recollection was that the old airstrip guide stated that 1500 ft was long enough for many light SE aircraft. One example:

I should’ve suggested a read of the VFRG previously as the rules are easier to find and read. Pilot in command | Civil Aviation Safety Authority You get one PIC for the whole flight so you can’t swap on the one flight. Carriage of persons | Civil Aviation Safety Authority CAR224 is the one to consider. For the little aeroplanes we are discussing here there aren’t too many options. Student and instructor with instructor as PIC. PIC and passenger. Safety pilot if required by CASA Avmed. Ask CASA the meaning of “pilot assigned for duty” - you don’t get to make up additional roles of copilot or first officer.

CAR 1988 (of course, my interpretation could be wrong ...)

Suggest you read CASA’s onerous rules about pilot in command, passengers etc.

unless an instructor, the “qualified pilot” is just a passenger.