Showing posts from November, 2009

Draft Maintenance Regulations

CASA's new draft maintenance regulations are available for comment until 18th December. A few years ago I was in Canberra for a presentation by CASA near the start of this project. The intent was to base it on EASA with local improvements for “world's best pratice” etc. The principle was to have outcome based regulations rather than prescriptive regulations. My little experience with EASA is that they are very bureacratic and only make general aviation more difficult. My quick look at CASA's draft regulations indicate that they have failed to make them outcome based – they are very prescriptive and will introduce more bureaucracy and expense to us. A few examples. I can currently do the second inspection of the control system on an aircraft (mine in particular) after maintenance. The new regulation would make it very difficult for me to do that. We currently have a maintenance release with a requir

Spin Placard

New spin placard, well not really new as it has been in FAR 23 for many years but only newly certified airplanes will have it. Worth noting as it emphasizes a limitation on the number of turns in a spin based on what was tested. [(d) For acrobatic category airplanes and utility category airplanes approved for spinning, there must be a placard in clear view of the pilot-- (1) Listing the control action for recovery from spinning maneuvers; and (2) Stating that recovery must be initiated when spiral characteristics appear, or after not more than six turns or not more than any greater number of turns for which the airplane has been certificated.] Aerobatic category airplanes are normally tested to 6 turns and with a comprehensive spin matrix of configurations and modes so your favourite video on Youtube doesn't count for much. i.e. the recommended maximum number of turns in a spin is 6 (there are physiological effects on the pilot which also support that same limit).

Sport Aerobatics Magazine - safety articles

There have been some interesting articles in Sport Aerobatics magazine this year. One in the October issue that I have just received: “Making Safer Takeoffs” “... The overabundance of horsepower and the ability to climb out at an obscene angle is a great way to demonstrate one of the highest-performance maneuvers of the entire flight. … As aerobatic airplanes have become more powerful over the years, excess horsepower has seduced many aerobatic pilots into flight profiles that will not tolerate an engine failure. … let's say you are at 300 feet above ground level (AGL) after takeoff and the engine quits cold … Your airspeed is 90 mph … and your climb angle is 30 degrees. Wait about two seconds, because that's your typical reaction time in spite of what you might think … As you shove the stick full forward, the airspeed will continue to drop back … Now you are sinking and stalling … Now look at your energy state. You have no airspeed to work with, and you are going down rap