BlurE

Lots of discussion over on PPRUNE on this one also. Most significantly there is link posted there to an ADSB trace for the Jab in the circuit. Copy: https://globe.adsbexchange.com/?icao=7cbc28 You need to expand the 'history' and roll the date back to the 26th. Very sad.

Thank you for all the comments - and I think that has cemented it for me. I can make much better use of the panel space. Anyone want a cheap wireless to listen to the cricket?

Hi Guys, my new ride has a mix of avionics including a King KR87 ADF. I am looking to free up some space in the panel and just wondering if there is any practical use for ADF anymore? Do stations still exist in Australia? I can't seem them in the ERSA. To me it just seems to have been a very expensive flight timer.

I think from memory you need to get two hours of instrument time, so I think 5-6 is considered about right. But be prepared, the paperwork is the really, really painful part. And the sequence is a bit circular. Medical. ASIC. And proving that you can speak English before a CASA approved examiner. All told it’s probably $3k-$4k ironically you don’t need to maintain the medical and ASIC if you are happy to fly from non security airfields and only one PAX. But the RPL can’t be processed without them so you need both at the start. ($800 there) It’s six years since I did mine so I don’t recall all the hiccups, but find a school that has done a few so they can guide you through. It’s worthwhile, and I’m glad I did it.

Fortunately the new reader’s shoulder pads maintained separation.

Sadly Humans are fallible. Even the most experienced, even with checklists. But that control lock design is truely, truely awful. Contrast that with the traditional Cessna design where the lock has a flag that blocks you from putting in the key or turning on the master. Still not perfect but so much better. I know sticks are harder than yokes but some good design could have avoided this outcome.

When deliberately trying to stretch a tank as far as I could a few weeks back I accidently uported the pick-up and the noise stopped. Zero fuel pressure, and no engine noise. Because I knew I was pushing it, strongly suspected fuel starvation I just let the nose drop to around 80kn while I switched to my other tank which had 30 litres. Interestingly the prop kept spinning at 2800 in the glide and the engine restarted as soon as fuel pressure was restored. This is on a low hour 80hp with good compression, albeit a relatively fine pitched prop. Absolutely no doubt the engine was windmilling with around 900ft/min desent.

With a class2 medical I think you can take up to 5 PAX on an RPL, provided you are under 1500kg MTOW (good luck)

It looks like the pass was on the slow side, then pulling up prior to the roll further decayed the speed. Part way through the LH aileron roll the RH wing stalled resulting in an over the top (while upside down) RH spin entry. Some poor decision making here.

Simply beautiful flying weather today in Victoria. Classic Autumn - mild temps, clear skies, light winds. Or, so if looked from the ground. I did hear plenty of essential aircraft travel going over, maybe on thier way to Bunnings..

AOPA Australia CEO Ben Morgan yesterday wrote to Prime Minister Scott Morrison seeking an approval for recreational and private pilots to conduct flights for the purpose of running aircraft engines during the COVID-19 restrictions period. https://www.australianflying.com.au/latest/aopa-petitions-the-pm-over-engine-runs Don't hold your breath...

Certainly some are tested more than others, and unfortunately we'll never know to what extent they have been tested. Interestingly I believe some models of the p92 tecnam family are approved up to a one turn spin, but you would need letters on the side to explore that....

CASA's notice from today. [TABLE] [TR] [TD]How we’re helping you – exemptions being put in place The actions of various levels of government to stop the spread of COVID-19 are evolving rapidly and I am conscious that you will have many challenges in front of you as you adapt to this changing environment. In recognition of these difficulties, we are putting in place various general exemptions for a number of CASA authorisations or permissions, which are designed to proportionally manage safety risks while providing relief as follows: If you have an Air Operator’s Certificate (AOC) or a Part 141/142 Certificate, it will be extended through an administrative process by six months. You do not need to do anything. If you are a pilot or an air traffic controller, you will be able to exercise the privileges of your licence for six months after the expiration of any medical certificate you hold. The conditions on your medical certificate will continue to apply. You do not need to do anything. If your current flight review or proficiency check expires after 1 March 2020, you will be able to continue to use all the privileges of your licence for a further three months from when it expires. You will need to apply to extend these arrangements beyond the 3 months. Operators will have relief from Part 61 proficiency checking and flight review as well as training and checking requirements up to 30 June 2020. Further relief options are being developed. In addition to the exemptions listed above, we’ll be putting some general exemptions in place to cover dangerous goods, drug and alcohol management procedures and emergency procedures. Further measures for other sectors such as maintenance organisations and remotely piloted aircraft operations are currently being considered. Our decisions are designed to make it as easy as possible for you to continue current operational activities while ensuring aviation safety is maintained and operational risks are managed. If you have specific questions, please email [email protected] (if you are enquiring on behalf of an organisation) or [email protected] (if you are enquiring on behalf of yourself). Regards Shane Carmody Chief Executive Officer and Director of Aviation Safety[/TD] [/TR] [TR] [TD] [/TD] [/TR] [/TABLE]

It's spectacular coast around Cape Otway but very rugged. It is tempting to get low to really enjoy the scenery but there are areas where you only have poor options should an emergency arise. Additionally the water will be quite cold that time of year. I suggest you think through some what-ifs before you get to that leg. In a Savannah I think i'd take hills/trees over rocks and cliffs.

I've seen photos of both the Australian incidents. There was little if any forward speed at impact. This C of G thing is just a theory I've head thrown around, but seems to loosely fit some of the circumstances. It's very likely the European testing was done the the chute in place so it would have probably required deliberate ballast to be added if you did intend to spin test at the rear limit. Maybe it was done, maybe it's not even required under LSA.

I have heard a theory that because the chute is forward of the firewall, those without tend to have a more rearward centre of gravity and therefore possibly different spin characteristics. I believe neither of our local incidents had a chute. Which begs the question when the manufacturer did thier tests did they demonstrate recovery configured at the rearmost limit. If I were to guess I would suspect this is the question casa is asking.

Make you feel sick. Looks like the nose has been pushed (or folded) back to the leading edge of the wind. Very nasty.

There are two strips down near lakes entrance. Sounds like you have been looking at YGRL. Give them a ring at YLKE. Interesting sloping grass strip and very modest fee even for for overnight parking. Still only 5 minutes out of town.

I thought last week's "church hour" requirement was ridiculous. I can't believe the council has managed to even out do that. Seriously beggars belief. Terrible for anyone hangered there. Devistating for the maintenance and sales Businesses based there. I just hope VCAT provide a prompt and sensible ruling.

Getting dark early in Victoria, but if I knock off early I can just squeeze a little local flight in. The light is beautiful as the sun gets low, and it's times like this I wish I was night-VFR. Maybe one day...

Personally, I don't really like including bank angle in discussions of stall speed, too simplistic and often misleading because it only considers the special case of a level turn. I much prefer speed and wing loading and looking at the performance envelope where available. The problem with that is they are nearly always presented at MTOW. However I accept in low level operation a level turn is more likely than decending, but what about a climbing turn? You could be at 50kn, 30 degrees and then pull 2g to climb and get yourself in real trouble. I did wonder what real world experience Foxbat drivers had, one up, depending on the balance they could be really hard to get a distinct stall brake. I don't know?

Just curious, what speed does a Foxbat stall at with just one occupant? I would expect you would have to be both very slow and pulling hard to manage a stall.

Thank you for the advice everyone. I'll do some more investigation.

Hi all, I need to bleed my Marc Ingegno brake system and would like to top up the fluid as required. Maintenance manual does not specify a fluid grade. Looking at it, it appears completely colourless and looks as clear as water in the nylon lines. Does anyone have any idea what this might be or how I can test it? I know a number of fluids are not compatible. Cheers

Rudder pedals? Do you mean those footrest things on the floor?