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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    Never use rudder to pick up a wing during a stall recovery, rudder is used to stop any yaw. You lift a wing after stall recovery. as Nev says, each type will be different. A Chipmunk requires a much different spin recovery inputs than a Tiger Moth.
  2. Roundsounds
    Almost correct, forget the “release back pressure”, insert progressively ease the stick forward to unstall the wings, then centralise the rudder, level the wings and recover from the dive” in an inverted stall / spin it may be “..ease the stick back until...”
  3. Roundsounds
    A bit more information in this article. Reported as a training flight Ex Bankstown. https://www.blayneychronicle.com.au/story/6999562/crash-investigators-on-scene-at-carcoar-after-light-plane-tragedy/
  4. Roundsounds
    As already mentioned, there are so many variables. Assuming you had an aeroplane with the fuel load directly on the CG, you would either need to slow down or reduce the angle of attack to maintain height - both changes requiring a re-trim. recall in level flight lift = weight. As fuel burns, weight reduces. The only practical things a pilot can do to reduce lift is reduce angle of attack, a part of the CL and/or V (airspeed) Lift=CL x 1/2rho x Vsquared x S A bit of trivia.. The Curtiss P40 Kittyhawk has a fuel tank in the belly just below and behind the pilot. As this burns the CG moves forward significantly and requires frequent retrimming.
  5. Roundsounds
    I didn’t say something when I thought I should have and live to regret it. If I now see something I consider unsafe I have no hesitation in talking tactfully and at the right time to the person(s). It sure beats attending the coroners court. The act might be through ingnorance, inexperience or poor judgement - but I speak up.
  6. Roundsounds
    You should not pick the wing up with rudder when stalled. Rudder should only be used to prevent further yaw in the event of a wing drop in a stall, the wing is “picked up” after stall recovery.
  7. Roundsounds
    I feel your pain! I too live in Culburra and have my aeroplane based at Camden. Hopefully the Jaspers development will be completed soon.
  8. Roundsounds
    I doubt it, Is think people like he are professional CEOs and this role was merely a stepping stone.
  9. Roundsounds
    Refer to Downunder’s comment.
  10. Roundsounds
    Have you read / complied with the fuel pump service bulletins issued by Jabiru? One relates to the drain.
  11. Roundsounds
    Here’s an extract from a report by UK AAIB into an accident in 2007 at Shoreham UK. “The Hurricane aircraft, G-HURR, was taking part in a flying display and was following another Hurricane in a tail chase. Both aircraft flew past the spectators along the display line at a height of approximately 200 ft before tracking to the north-west and climbing. The lead Hurricane climbed to approximately 1,100 ft above ground level (agl), pitched nose-up about 45º and rolled to the left through 270º, before pulling into a right turn to rejoin the display line. The second Hurricane, which was approximately 700 ft agl, pitched nose-up about 15º, before rolling to the left. As it reached the inverted position, the roll stopped, the nose dropped and the aircraft entered a steep dive. It struck the ground, fatally injuring the pilot.“
  12. Roundsounds
    This looks very much like what has caught many pilots attempting impromptu low level rolls over the years. The roll starts well, then the roll rate reduces about 180 degrees through the roll, followed by a desperate attempt to pull through - which is when the spin starts in this accident. This is quite a common error during early aerobatic training as pilots reduce, rather than increase aileron input - often referred to as “barrelling out” of the roll. ie the second half of the roll resembles a barrel roll rather than an aileron roll (without the spin as in this accident). In a Citabria/Decathlon/Chippy type aeroplane it’s easy to lose over a 1000’ during recovery. There’s often a marked increase in speed which risks exceeding VNE and/or load limits. If the pilot had kept rolling and not tried to pull through I’m confident he would have made it around the roll.
  13. Roundsounds
    The 150HP fixed gear version was often called the “gutless strutless”. The 180 HP fixed gear and 200 HP RG versions were good performers. Great machines, I think there’s an AD requiring the wings to be removed to inspect the spar carry through for corrosion / cracks and of course the usual Cessna SIDs stuff would need to be looked at carefully.
  14. Roundsounds
    I go flying to get away from things like telephones!
  15. Roundsounds
    Have you looked at the RAAus Ops manual? A GA AFR satisfies the RAAus AFR requirement only if it is completed in a single engine aeroplane with a MTOW less than 1500kgs.
  16. Roundsounds
    The various rule makers involved in this debacle obviously cannot see the irony in what they have created. A set of rules, if based on safety, indicate it’s safer to fly an RAAus aircraft without ATS involvement. Take the various metro Class D airports, it’s ok to fly your RAAus aircraft when the tower is closed, but not when it’s active. At Camden you have pilots flying gliders during tower operations who do not hold any GA quals or medical certificate. It’s absolute bureaucratic BS. Camden could be used in a trial to allow RAAus RPC holders to operate subject to the same conditions as the GFA members.
  17. Roundsounds
    Simply go and get yourself a motorised glider and appropriate GFA certificate / airspace endorsements and away you go on a self certified medical without the need to hold a PPL or AFR.
  18. Roundsounds
    The major driver for the Part 61 reg reform was to better facilitate training of off shore students. So your are correct Nev, the focus is on $$$
  19. Roundsounds
    Maybe you should read the ERSA before commenting.
  20. Roundsounds
    It’s not too hard really, set the glide attitude and trim. power + attitude = performance, no power means attitude = performance. If at higher than cruise speed when the failure occurs you’ll gradually start losing altitude until stable in the glide, if you’re slower than best glide you’ll have a higher rate of descent until stable in the glide. This whole ram the nose down is not safe nor required unless you’ve not acted promptly when the engine failure occurred.
  21. Roundsounds
    Or tiger moths, Austers, Champs or Cubs.
  22. Roundsounds
    I’d be interested to learn where it says you need a medical in the regs or orders.
  23. Roundsounds
    This is typical CASA hypocrisy. You’ve got gliders operated at Camden by pilots not holding a licence or medical over the township during and outside tower hours. RAAus aircraft of any certification type can operate when the tower is shut, but restricted when it’s active. So CASA is indicating it’s safe for pilot certificate holders to fly their non-certified aircraft without a medical when the tower is closed, but not when active?
  24. Roundsounds
    I wonder if aircraft operators will be randomly selected to submit their log books for audit, at their own cost. This may form part of the orgs SMS.
  25. Roundsounds
    You’re obviously not aware of CASR 61.385.
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