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I agree. It would have been so much better if there was a bit earlier notice of this happening. It might have lead to a much larger turnout, for something that is so important to our flying community. Perhaps a press release from AOPA might get some more coverage and enthusiasm for support from the general (non-pilot) community. I've watched the ABC news & news 24 and there was nothing....

OK, so who was there & how did it go? Anyone able to provide a precis of this event?

For what it's worth, here's a link to someone in the UK spin testing a Eurofox for certification. Looks like it has predictable spin characteristics, not going "flat", although the number of rotations is limited. Good to see this, just for my own peace of mind.

Thanks for the responses on this. No doubt there are a lot of factors at play... gyroscopic forces, engine torque, adverse yaw (if/when ailerons are used), C of G, Centre of rotational mass etc. etc. - to say nothing of human factors (disorientation, inexperience, etc.). Best left to the experts... certainly not territory I want to explore without a genuine aerobatic aircraft & aerobatic rated pilot (and perhaps a parachute)

With brakes on and applying power, I can pull the stick back and touch the tail skid onto the grass at run-up. I'd be guessing I have sufficient prop-airflow to make a useful difference in a flat-spin. Here's hoping I never have to put this to the test!

Question for an experienced aerobatic pilot: In a fully developed flat-spin (not a nose-down spin) wouldn't a sharp, strong burst of power (i.e. prop-blast) with full down elevator, counter-rotation full rudder, and neutral aileron, bring about significant nose-down pitch for recovery; much like the tail parachute does in certification testing? I've done lots of spin practice in my early gliding years, and happily there were no flat-spins to deal with, and recovery was uneventful. Just as well, as there was no tail parachute, nor motor! Flying radio controlled model aircraft (powered), I've used throttle to assist flat-spin recovery for downward pitch, although the direction of the flat-spin plus engine torque made one direction's recovery quicker than the other. I'm aware that aero engines often stop during extended spins, but I'm assuming the pilot has power still available (although probably not as much power to weight as my model aircraft did). Anyone with experience in this?

https://tx.ozrunways.com

Not many have "a lot" of experience using both. Glad to hear from you on this. I'll never be doing IFR with my RPC, so it seems there's no pressing need to learn avplan, as I'm quite proficient with OzRunways (perhaps even a "power" user if I do say so myself ;-)

Yes, I've wondered what info ATC can see when I fly... My transponder is a Class 2 mode S with extended squitter (TSO c166b compliant) with my correct hex code. My GPS source is not fully TSO'd and shows the following integrity in the data stream: SDA: 1/ SIL: 1 NACp: 8, 9 or 10. Dynamic, as reported by GPS. NIC: 8 (Containment radius <0.1 NM) NACv: 1 (10m/s accuracy) Does ATC see more data on your screens after a squawk ident is done ( ie. typically when I'm doing skeds over Bass Strait?). What do you see? (Note to self... Must do a tower visit one day...) Happy flying everyone!

Delaying updates is a good practice. I also travel with an older iPad as an onboard backup, also running OzRunways. I tend to test iOS updates on that one first... If no issues, then I go ahead and update the main (newer) iPad.

Ooops, yes... Sorry. I've only ever used iPads with SIM card capability. Didn't realise they integrated GPS circuitry with the SIM card capability.

Yes, Telstra SIM card for cellular data, and of course inbuilt GPS (as all iPads have). My inbuilt iPad GPS is sufficient for geo-location in my aircraft (ie. no loss of satellite due to shielding, so I have no need for an external Bluetooth GPS device). Sorry if I confused you...

My Air 2 is now at 9.3.1 and no issues airborne. It has inbuilt SIM card, and I don't need/use an external GPS for it to work well in my aircraft (& OzRunways). Can't answer for others needing external GPS.

Thankfully, I've never set up an approach into a (previously un-seen) wire, but I've had 2 instructors (1 gliding & 1 power) advise me that the best instinct is to dive under, rather than stretch a glide over a "surprise" wire near landing flare. As a student glider pilot in the 1970's, I watched a fellow student make the mistake of stretching a too-low approach because of a wire. He stalled low, and cartwheeled well short of the wire. Thankfully he only had bad bruising when I ran to the wreckage, but the glider was a write-off. That was another lesson I learned early in life. As a result, my normal approaches are typically set up a bit too high, and a bit steeper on short final, side-slipping if/as required to keep the approach safely above un-seen wires near the threshold. If I ever have an actual engine failure, I hope my training and experience (and the habit of a steep approach) makes the best of the circumstance I'm presented with. Safe flying everyone... we can all learn from the experience of others.

RE: Darren Chester MP - does anyone know whether he is just "marking time" in his oversight of CASA till the next election, or has he been actively involved in issues raised by the Forsyth report. I don't think Warren Truss was particularly effective with improving CASA. Not sure about Darren Chester either...

My little bit for Women of Aviation week. I took my niece for a coastal flight past Phillip Island and along Venus Bay where she worked on the wind farm installation there. By all accounts she had a fun trip.

I agree, Nev. I wouldn't recommend take offs with full conventional flaps, either. I was just pointing out that some aircraft designs do exist where this is possible and sometimes desirable. I'm also thankful that my flap lever stays where I put it too!

Nev, I frequently take off from rough grass strips with full flaperon in my Eurofox. The flaperons are full length, and hang just below the underside of the wing. The full flap setting isn't a severe angle, so it results in more lift than drag, compared to conventional flaps. Using full flaps gets me off the rough stuff earlier and slower, and still leaves me with a very acceptable drag penalty. The climb out-out remains quite good, and not a drastic change as I raise them, either. Just thought you'd like to hear of an example.

Don, I'm inclined to agree about D.R. un-importance these days. I'm an old dog who loves the new tricks (having happily given up the old methods, though the sextant + chronometer was never my friend). I always fly with 2 iPads with OzRunways, 1 iPhone with OzRunways, 1 Dynon Skyview & autopilot linked to 2 independently powered GPS receivers, 1 SPOT tracker, and 1 GPS enabled PLB. If some (unlikely) massive solar storm wiped out all Nav satellites, I'd know it right away, because all independent devices would stop tracking simultaneously. But at least I'd know exactly where I was when it happened, and still land at my intended airfield, since my maps remain available on multiple screens. I love the situational awareness that comes from modern Nav devices, including the little ADS-B Pi receiver that links into my iPad with OzRunways to show other traffic. Having real-time weather, traffic, glide range, QNH, frequencies, live restricted airspace info, nearest aerodrome, winds aloft, etc. all at my fingertips is very empowering. Cockpit workload is considerably reduced. My eyes are allowed to remain mostly outside the cockpit, scanning for unreported traffic, or just enjoying the beautiful scenery. Perhaps the dead reckoning exercise is a comforting nostalgic link with aviation's past, but like you, I'm happy to use the best tools at my disposal to ensure my safety, and the responsible enjoyment of flying in this vast, spectacular country. Happy flying!

No doubt the Senator does have information from Jabiru. My reference to RA-Aus briefing the Senator (at the risk of thread drift) was mainly to include pressure regarding the Forsyth recommendations, now that there is some political momentum (thanks to this Senator), and also following the change of minister, since Warren Truss announced his retirement. It seems like a good opportunity to refresh the on-going issues we all have with the regulator, whilst they're "on their back foot". The GA community might also want to reaffirm a relationship with this Senator, regarding the Cessna SIDS issue too.

If it hasn't happened already, I would hope that RA-Aus President Mick Monck and CEO Michael Linke would pick up the phone and talk to Senator O'Sullivan to help clarify the foundation of all the contentious issues with CASA, prior to the Senator's meeting with them. They could provide the Senator with some accurate factual information that could help to counteract the spin from the CASA bureaucrats that wish to obfuscate their many mistakes.

Yes, I got a similar supportive response from the Senator's chief of staff. For what it is worth, my email to the Senator also included an urging to emphasise implementation of the ASRR (Forsythe review) recommendations tabled in Parliament by Warren Truss, when he meets with Mark Skidmore.

Try this link: http://www.aph.gov.au/news_and_events/watch_parliament

In case anyone is interested, here is a link to a recent Senate estimates inquiry regarding CASA's SIDS directive on Cessna aircraft. Things are heating up for CASA, it would seem... (I hope this link works):

Done