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djpacro

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Everything posted by djpacro

  1. djpacro
    “EC device transmission must be deactivated when used in an aircraft with an Extended Squitter (ES) ADS-B Out Enabled Transponder in use. The SkyEcho web based configuration page (198.168.4.1) allows you to turn off the transmit function while still being able to receive traffic for display on the compatible app.” https://uavionix.com/products/skyecho/#faqs
  2. djpacro
    Unfortunately not! I hire my Super Decathlon and insist on reviewing the pilot's completed Endorsement Questionnaire (the CASA template) before they fly it. Almost invariably, pilots who got their tailwheel endorsement from a different instructor or at another local flight school, had not previously done that questionnaire. Nor have they ever done a W&B calculation for the type previously despite undergoing their tailwheel training on it - a CASA requirement for the endorsement ignored by the instructor. A very large percentage of people then get it wrong despite the detailed instructions and sample in the manual. It doesn't help that CASA theory exams still require pilots to learn the old CAA loading systems and "P" charts which are very different from the way they are presented in typical GA POHs.
  3. djpacro
    A few C152's around have the STC for increased MTOW however max landing weight is unchanged.
  4. djpacro
    He did the same for an airplane that I used to own when it was imported in 1989. I bought it in 2001. Standard format for the old Australian (CAA, before CASA) flight manuals. AN35 is his # as a Weight Control Authority.
  5. djpacro
    Firstly, it depends on what type you are transitioning from and to? Secondly, it depends on your competence in completing the flight review. CASA spells out exactly what the requirements are. Complete the form and they will convert your RPC to an RPL with nil actions required. https://www.casa.gov.au/licences-and-certificates/pilots/pilot-licences/getting-recreational-pilot-licence-rpl# Stuff required to use the privileges of that RPL. The main cost is in doing the flight review. I wouldn't put a figure on the number of hours unless I had flown with him/her first to make an assessment.
  6. djpacro
    The airplane in your top photo, VH-EGT, came to a sticky end (unsurprisingly). https://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-163
  7. djpacro
    Interesting to visit the Callair Museum http://www.callairmuseum.org/HOME.html When last there I was shown around by an old workmate, one of the Call family.
  8. djpacro
    You will have to get onto the CASA medical registration system online to do it per their instructions https://www.casa.gov.au/basic-class-2-medical-certificate-fact-sheet-pilots
  9. djpacro
    Quite a few aircraft with aileron-rudder interconnects e.g. Piper PA-22, some Cessnas on floats, Cirrus …
  10. djpacro
    During the pandemic I participated in a global roll rate challenge where we discovered the lies told about aircraft roll rates. Videos of multiple rolls were independently analysed for the steady, maximum roll rate at Va. Often multiple examples of the same type flown by different people. Cessna 152 about 60 deg/sec. Super Decathlon is around 100 deg/sec. Pitts S-2B at 140 deg/sec compared to a figure of 240 deg/sec quoted in a magazine (by myself). Pitts S-2C at 210. The Yak 55 at 110 deg/sec rolls faster than a Yak 52 - nice to roll but whoever claimed "...rolls (to the right) at well more than 180 degrees/second (measured up to 352 degrees/second to the right) ...." is a far worse liar than I was. "It has been used in international aerobatic competition up to the Advanced level .... is capable of every manoeuvre in the Aresti catalog." Advanced category (and others) has changed dramatically over the years. These days it is extremely hard work to get it through an Intermediate sequence - it is nearly as good as a Pitts S-2A. I nearly bought one but went for a Decathlon instead.
  11. djpacro
    Should be easy to find it at https://www.atsb.gov.au/aviation/aviation-safety-digest
  12. djpacro
    I've done quite a bit in ECI but far from my favourite Airtourer model. Even the factory built Airtourer Super 150 had a miserable useful load for aerobatics. Add engine oil to the empty weight here then the amended unusable fuel allowance. ECI's empty weight is higher as I recall.
  13. djpacro
    I had forgotten about that - forward of the painted section. Sun protection must’ve been an option. https://images.app.goo.gl/rfyc7GUkzBAPhBK79
  14. djpacro
    1. Very informative free handbooks from the FAA at https://www.faa.gov/regulations_policies/handbooks_manuals/aviation especially the Airplane Flying Handbook, Handbook of Aeronautical Knowledge and Aerodynamics for Naval Aviators. 2. Try the online courses at USA’s AOPA - register for free and take the free course e.g. https://www.aopa.org/training-and-safety/online-learning/online-courses/essential-aerodynamics
  15. djpacro
    Details here on page 12 https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/1970s/media/am72-28.pdf
  16. djpacro
    My friend fitted these. Airtourer Association is the best place to ask.
  17. djpacro
    I'm certainly not knowledgeable on WW2 fighters however I know that -5G would be beyond their limit load factor. I also know how an aircraft responds to control inputs and I've been to -5G many times. Response depends on the rate of control application with airspeed also a big factor. Flying along upright and suddenly hit full forward stick, full left rudder with full left aileron lagging a tad results in an outside snap roll. Easy to calculate the G based on entry speed and the stall speed at -1G. Slower control movements - obviously forward stick into a dive results in a speed increase. WW2 fighters have similar flight load limitations as current GA airplanes. Rolling G limitations and Va, maneuvering speed. Something will break doing that.
  18. djpacro
    Yep, Part 91.267 with MOS 13.02 specifically addresses this.
  19. djpacro
    Two hours after sunset. https://aviation-safety.net/wikibase/302136 USA PPL includes night VFR training and the permission for night VFR flights. I wonder if the training included taking off over the water with no lights ahead. When I did my night VFR rating we did circuits at Philip Island out over the water on a dark night. https://www.aviationsafetymagazine.com/features/dark-and-deadly-nights/
  20. djpacro
    61.435 and my earlier link refer.
  21. djpacro
    lannguage proficency Sometimes I fail. For pilot licences ... regs 61.120 & 61.435 refer to authorisations to use radio.
  22. djpacro
    Seems like you might be transitioning to the new-fangled Part 61 licence from an old CAR 5 licence? You'll need a GELP, general english lannguage proficency, assessment as a prerequisite for using a radio. https://www.casa.gov.au/licences-and-certificates/pilots/pilot-licences/getting-recreational-pilot-licence-rpl#
  23. djpacro
    Quite a contrast to https://www.faasafety.gov/SPANS/event_details.aspx?eid=117601&fbclid=IwAR1g8RGw7wUDd8X3RJw9FnNBqFAS3-BDh-dAkgNphv3V8kKzw60g1w-CBB0 "Teaching Control In The Pattern - Topic: Discussion With In-Flight Videos Covering: Pilot-Induced Oscillations, Wake Turbulence Upsets, And Stalls At Low Altitudes." I saw it live today - video will be in the archives. (I even got credit for my flight review).
  24. djpacro
    Yep, just fill in the form. Ask CASA to be sure to be sure, they are quite helpful at https://www.casa.gov.au/about-us/contact-us/flight-crew-licensing-enquiries
  25. djpacro
    I agree, not as common as control locks left in, but FOD moving during flight and jamming controls in aerobatic airplanes is a well known hazard. It has happened to myself and several others that I know over the years.
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