djpacro

Really! And how do you turn at all at the slowest airspeed possible?Refer Aerodynamics of Naval Aviators pages 178-180: "The maneuver speed is the minimum speed necessary to develop aerodynamically the limit load factor and it produces the minimum turn radius within aerodynamic and structural limitations."

Perhaps start with the full description of how to turn from the FAA's Airplane Flying Handbook page 3-7: "The elevator .... pulls the nose of the airplane around in a turn" seems pretty close to "the elevator turns the airplane" to me.

Put elevator to neutral and see if it turns while banked.

Actually, bank does not increase G-forces! The elevator control is the only thing that can increase G-forces.My competition aerobatic students are judged on their angle of bank in a steep turn of 60 deg bank. 1 point off out of 10 for each 5 deg error (downgrades for other factors too) - they get top marks. Competition aerobatics is precision flying, try it sometime.

Fig 9-5 here suggests a factor: http://www.fzt.haw-hamburg.de/pers/Scholz/HOOU/AircraftDesign_9_EmpennageGeneralDesign.pdf - effect of wing wake (and also changes in wing downwash). See also fig 9-3 to get back on topic. Worth thinking about if you are selecting an aeroplane to be used as an ab initio trainer doing CASA's new advanced stalling exercises.

it is not a chat frequency!See Tutorial: Aircraft station licences or the official source referenced there for: "Communications between aircraft on 123.45 MHz are restricted to the exchange of information relating to aircraft operations and only the proper call-signs may be used."

A bit more info about Aub that you may be interested in. He was aged 92, I believe. I knew he was at Parkes etc and was involved with the introduction of the Airtourer into flight training when first produced. CFI at LaTrobe Valley Aeroclub, Victoria, I think from around 1960 – 1964 CFI at Grovedale Airport, Victoria Ran flying schools at Barwon Heads Airport and Lethbridge Airpark, Victoria Ex-RAAF No 1 Air Observer School RAAF Evans Head, NSW, as a Navigator. Learnt to fly in 1946, commercial/instructor rating 1951, still active instructor after 64 years (2015). He built a KR-2 VH-CTE. "As at January 2009: ARN 008142 with Class 2 Medical and R.A.Aus Certificate No. 01514 with aviation experience as follows: 1944-1945 RAAF navigator/air bomber (Avro Anson/B24 Liberator) June 1947 Student Pilot License issued March 1948 Private Pilot License issued September 1948 Aerobatic Endorsement (flown 21 different aerobatic types) July 1951 Commercial Pilot License issued October 1951 B2 Flight Instructor Rating issued July 1952 B1 Flight Instructor Rating issued April 1953 A2 Flight Instructor Rating issued November 1954 A1 Flight Instructor Rating issued Total aeronautical experience 20,000 hours in 111 different single engine types Total instructional experience 13,000 plus hours Tail wheel experience 5735 hours in 55 different types Have “first Flight/Test Flown” 13 different types of aircraft. I currently fly as honorary Senior Flight Instructor (R.A.Aus) with South Barwon Air Service based on Barwon Heads Airport."

Exactly. A manufacturer should do a very comprehensive series of tests to demonstrate compliance so it is not cheap.http://www.flighttestsafety.org/images/stories/workshop/2010/07-Sky_Catcher_Flight_Test_Spin_Testing.ppt Some don't get it right, like the Piper Tomahawk Darren Smith's CFI Homepage Flight Instruction Website Tampa

COOTE - AUBREY McINNES Passed away peacefully on 27th August 2017 at Geelong. Funeral details at Your Tributes | COOTE - AUBREY McINNES First class guy. One of my original instructors back in the '60s when he was CFI at Grovedale, Vic. He taught me aerobatics in the early '70s and formation later. Not that long ago he took my aeroplane up for some aerobatics. He gave me my RAA certificate when he was instructing at Barwon Heads a while back.

They may want to see it but you have no obligation to have it with you on the flight. That will change when the draconian Part 91 is signed by the GG. They used to quite a few years ago on the day when everyone flew north for the races, their focus seemed to be on big singles etc where aft cg was a potential hazard and they'd just weigh the whole aeroplane loaded.

A couple of examples of what can go wrong when there is plenty of height but the initial actions just made things worse instead - one of the hazards of being an instructor. The Cirrus Investigation: AO-2014-083 - Loss of control involving a Cirrus SR22, N802DK, near Katoomba, NSW on 10 May 2014 And the Sportscruiser NTSB Prelim: LSA Checkout/Stall Series Turns Into Spin | Aero-News Network

There's a large fine for using an approved source for weather used in planning a flight - I hope you know a good lawyer ...

They were giving away free barista coffee during the trade days so I got my money's worth. Even better, I didn't talk to any CASA staff .....

Prior to Part 61 the instructor rating course required pretty much the same spin training although a requirement for the endorsement was not written into the rules. When CASA took an interest in initial instructor rating competencies perhaps 5 years ago they took a keen interest in this. I'd do that training for instructor trainees who already had a spin endorsement and when CASA rocked up to do the test they'd demand to see an additional spin endorsement signed off by myself (back then it was just a logbook entry). A bit harsh, there are some other good things in Part 61

yep, I should've put my last post in the other thread. Hopefully there is a report as the pilot's story explaining the mayday calls and the data extracted from the electronic gizmos should be very enlightening.

Not necessarily. Unintentional spin entries that I demonstrate are well on their way to a flat spin from the go. Even that is gentlemanly compared to a botched stall turn in a Pitts.Perhaps the best example for this thread is the Grumman AA-1 which will go flat without aggravation by the pilot in a couple of turns - check out the NASA videos. The Pazmany PL-2 is similar. Both are unrecoverable. Good. An exercise I include is a stall in a sideslip with full rudder.

I'd be interested in your feedback on that point regarding my own posts please? I'm pretty sure that Roundsounds, for one, does not need a refresher and I will be so bold as to state that I do not (I'm a flight examiner for instructors who want to teach spins).

I'm always very careful with my choice of words when describing spin recovery. I encounter too many pilots who think that the stick is moved forward, after the rotation is stopped, to unstall the wings. CASA's Flight Instructor Manual states:“To recover, first ensure that the throttle is closed, ailerons neutral and the direction of turn identified. This is followed by application of full opposite rudder. After a brief pause ease the control column forward progressively until the spinning stops. Centralize the rudder and ease gently out of the resulting steep dive, levelling the wings.” The FAA's Airplane Flying Handbook expands on that and is significantly different regarding the use of elevator. eg "In the absence of the manufacturer’s recommended spin recovery procedures and techniques, the following spin recovery procedures are recommended. ..... The controls should be held firmly in this position. When the stall is “broken,” the spinning will stop." One would expect that, but not always the case as shown by the Chipmunk spin accident a few years ago. CASA's requirement for a spin endorsement is limited to the specific type that you do the training in. So, for example, if you do the spin training in a Cessna 152 then don't assume that you know enough to recover from a spin in a Decathlon, Chipmunk, Pitts or Zlin .....

An interesting table from the Sunshine Coast Aero Club showing elements of a pilot certificate course to consider including optional spin training at https://www.sunshinecoastaeroclub.com.au/wp-content/uploads/2016/07/Flight-Training-RPC-Course-Comparison.pdf (I hope they don't run afoul of CASA's new definition of aerobatics. The list is missing a few elements of Part 61 stalls but included an important one which is not in Part 61.)

I see many calls for RAA instructors to require spin training, the same as GA instructors, which seems very sensible to me. Agreed. When I learnt to fly I disliked stalls and my instructor offered to demonstrate spins and I declined. CASA's new Part 61 a few years ago expanded on the stall exercises so if any student pilot is not getting the full set then they have such a hole. These exercises can quite easily result in an inadvertent spin so the instructor requires those skills above.A short upset recovery course would improve a pilot's awareness, skills and confidence - no need for spin training however it should include stalls in skidded turns which, if correct and prompt action is not taken, will result in an aggressive spin entry. Too many engine failures result in a stall, spin, crash, die .... it shouldn't be that way.

just to clarify: no suggestion that it was intentional, if indeed there was a spin at all. true of aeroplane which is not approved for intentional spins.Just heard that the instructor is out of intensive care.

I've put in in dropbox for you Dropbox - Aeronautical Stuff