djpacro

Pilots of America has a medical section where you will get help and advice from medical examiners.

Its great that they see that as a role but they don't have to - it was removed from their charter after the Valuejet accident.

See https://www.casa.gov.au/sites/g/files/net351/f/_assets/main/lib100096/foi_f13_5348.pdf

8500 is an important altitude to consider per Request Rejected then the next is when oxygen is required etc

The FAA does not "have to promote aviation". I agree that their safety briefings compare favourably with the Safety Digest - a pity that CASA ceased the Safety Digest ages ago as their current magazine is of a much lower standard.

dangerous indeed

please stop spreading the untruth that the US FAA is obliged to promote aviation ...

They put a drop zone dead centre of the recommended VFR coastal route south of Melbourne.

Minimum means minimum - the form is very clear on what is reqd per the regs.

Rounding errors

Doesn't need a right to work, just an operational need. I'd ring Aviation ID Australia | Professional ASIC Distribution Centre rather than CASA. I don't know how you can start the process outside Australia and the police checks will take longer - this has killed a few local businesses.

This is probably going to be all I can find amongst free stuff: http://www.mas.bg.ac.rs/_media/istrazivanje/fme/vol42/2/01_ikostic.pdf - see Figures 32 & 33 with associated text on that page.

A good primer on airfield distance performance factors in Flight Safety Magazine of May-June 2001 https://www.casa.gov.au/file/108561/download?token=MtT8dFkc

that's also my recollection - Henry wanted basically the same wing as the Airtourer but some more wing area and space for fuel in the Aircruiser.Regardless, I'd been looking for some sensible info on these cuffs wrt aerodynamic design of the wing/fuselage junction and effect on stall characteristics. Ideally, the local lift coefficient would be maximum at the outboard end of the cuff so stalls there first. But interference from the fuselage is significant and simple theory not really applicable.

You should see that it is a copy of the Provost wing. Different aerofoil sections root to tip combined with washout designed to give good stall behaviour - didn't quite work as inboard leading edge stall strips were required. The Model T-6 doesn't have those stall strips and, in my opinion, is stretching FAR 23 requirements for uncommanded roll at the stall.See page 13 of http://airtourer.asn.au/airtourer/images/Newsletter/Newsletter%20153.pdf (from memory, not quite right - it is a 23012 not a 2312)

definitely was, sorry Yes, my old memory mixed two data sets. The Aircruiser WT test report I have is the same wing configuration as the prototype - both wind tunnel model and flight test of the prototype displayed the same sudden stall of one wing. Fixed by the wing fence on the prototype.That triangular LE extension I call the wing root cuff. The one on the Aircruiser is bigger than the one on the T-34C - somewhere there is data on a wing like the T-34C with and without cuff - perhaps I will find it before long. My recollection is that this data shows the benefits in stall behaviour of the wing root leading edge cuff as used on the Nash Petrel here http://aviadejavu.ru/Images6/JS/Janes75/1/296-1.jpg this was based on the Kittiwake which had a straight wing https://doc8643.com/static/img/aircrafts/3D/KITI.jpg Prototypes of both flew so must be data on them somewhere too ..... https://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%203419.PDF ...... https://www.flightglobal.com/FlightPDFArchive/1967/1967%20-%201297.PDF The root LE cuff is fairly common http://www.zlinaircraft.eu/galerie/slider/slider-26.jpg wish I could find the data The following link for wing design, generic and specific to T-34C is relevant but doesn't fully address your interest so I will keep looking. https://www.google.com.au/url?sa=t&rct=j&q=&esrc=s&source=web&cd=7&cad=rja&uact=8&ved=0ahUKEwiK9JWs8_rPAhXGp5QKHY12AnYQFggwMAY&url=http%3A%2F%2Fwww.public.navy.mil%2Fnavsafecen%2FDocuments%2Faviation%2FSAS%2Faero%2FCH4-Stal.doc%3FMobile%3D1%26Source%3D%252Fnavsafecen%252F_layouts%252Fmobile%252Fview.aspx%253FList%253D8006e81c-b3d9-4e6f-a528-d2944db57cae%2526View%253D24fea1bc-5ae2-4542-a47b-901dc8d264d2%2526RootFolder%253D%25252Fnavsafecen%25252FDocuments%25252Faviation%25252FSAS%25252Faero%2526CurrentPage%253D1&usg=AFQjCNGir6y6kRJW7_CdV23m9Gkqq_69yg&sig2=5l_XF3_XD2SwoVGDRha41A All of the above was a generation before this stuff that you see on some modern wings Leading-edge extension - Wikipedia

http://airtourer.asn.au/airtourer/images/Newsletter/Newsletter_81.pdf with a bit of Airtourer/Aircruiser history reminded me of the TP: Vic Walton. (Incidentally, that article was wrong about Wamira - Henry had nought to do with it.) The report I indicated was ARL Aerodynamics Note 235 Low Speed Wind Tunnel Tests of the Victa Aircruiser 180 in 1965. My memory failed me in some details, sorry. This wind tunnel model and the prototype had the wing root cuff. Vic said it was an extremely violent wing drop. The wing fence cured that. Extracts from wind tunnel report.

Verbal from Henry Millicer and ... just think of TP's name at the moment. I think you'll find the ARL wind tunnel report online - if not I can post an extract later.

yep

even if it is only the CASA doctors who believe it is "clinically necessary". From CASA at 3.4 Fees

Suggest that you read earlier posts in this thread for discussion re wots in the POH about sideslipping the 172s ...

Seems to be a lot of effort just to duplicate ATSB efforts in gathering data. ATSB reports consistently show the same causes year in year out with diddly squat change in the accident rate.

Certainly I really enjoyed doing the instructor rating course and the subsequent instructor experience did wonders for my own piloting skills.For some years I was doing some part-time instructing at a combined GA/RAA school - would've been paid the same whichever numbers/letters were on the tail. Regardless, I'm glad that I don't have to work on the GA instructor award salary to afford to live and eat. Incidentally, I decided not to proceed with RAA instructing mainly because I didn't want to do much ab initio training at all at that stage of my life. Did volunteer instruction with the scouts for some years but there is something wrong when my students drove to the airport in flash cars etc. My motivation has always been to help people get into aerobatics, especially competition aerobatics. Yes indeed. Doing joyflights you run across many different types/behaviours - some worthwhile and others just annoying. Students ... we all could write a book.

Fairly common in aviation. e.g. Superior Air Parts :: Home made Lycoming and Allison etc parts for many years - sold spares under their own brand as PMA'd - now their own complete engines too. Same with a lot of airframe parts. However, my understanding is that Jabiru/CAMit situation was different in not being a simple prime/supplier arrangement.

My favourite stops are Tocumwal, Temora, Narromine and Moree to Watts Bridge.