Incipient spin training

G-ASBU – the aircraft in which I learned about spinning

When I learned to fly – all those years ago – spin recovery training was a mandatory part of the PPL syllabus. Unless we could demonstrate fully developed spin recovery, left and right, with and without flap, we would not pass the PPL test – simple as that.

Our initial training was on Piper Colts, an aircraft that would just not spin – a spiral dive maybe, but not any kind of real spin. So to fulfil the syllabus, we were required to go spinning in an aeroplane called a Beagle Terrier – which,  like its doggy namesake, displayed an interesting mix of mongrel and pedigree behaviours. The Terrier is at heart an Auster and like many 1940’s and 1950’s British aircraft, would bite you like a rabid dog, if provoked.

Every weekend, an RAF Wing Commander used to bring his little Terrier to the airfield for us very green students to go spin training. The procedure was to climb to 6,500 feet, do a few straight stalls and then start the spins. So, after clearing turns and carb heat to hot, we powered back to idle and slowly pulled back on the controls as the aircraft slowed down. Then, just as the nose started to drop in the stall, it was a time for a big bootful of right or left rudder and over we went. Wait for the WingCo to give the word and then opposite rudder to stop the spin and gently pull out of the dive, carb heat to cold and begin to apply power. The minimum number of turns in the spin before recovery action was three. Sometimes the WingCo went for four or even five turns before issuing the ‘stop’ order – always with a great big grin.

Learning spin recovery techniques was a bit scary at first – on occasion, the Terrier would go right over on its back and seemed to rotate about a point somewhere above (below?) your head and outside the plane – but as we gained in experience, all the students came to realise that knowing what to do in these circumstances improved our flying hugely and gave us more confidence to know we could handle at least some of the unusual flying attitudes which can occur in an aircraft.

Somewhere along the line, somebody in officialdom decided that it was either too dangerous to continue spin training or that it just wasn’t necessary with ever evolving safety in aircraft design – after all, even the old Colt couldn’t be provoked into anything like a real spin. Or both. Anyway, the training was changed to recognising potential spinning events and avoiding them. Or ‘incipient’ spin training. Which was probably a bad decision.

Recently, there has been a great deal of discussion and concern following an unfortunate incident in a certified aircraft conducting incipient spin training, as currently required per the CASA Part 61 Syllabus.

With it, there seems to be a lot of misunderstanding about the definition of what actually is an incipient spin, and it seems that even the local regulators have some difficulty defining it. Nevertheless, many (wrongly) assume the term to mean a stall with wing drop.

However, the generally accepted definition of an incipient spin is the transition phase during which a stall is propagating towards a developed spin – which, in some aircraft, may take up to two revolutions.

Remember that if the angle of bank exceeds 60 degrees or pitch exceeds 45 degrees from the horizontal, you are already outside of the allowable flight envelope of all LSA aircraft and therefore considered to be conducting ‘aerobatics’ under CASA’s definition.

Here’s an extract from FAA AC 61-67 “Stall Spin Awareness Training”:

Normal category airplanes are not approved for the performance of aerobatic maneuvers, including spins, and are placarded against intentional spins. However, to provide a margin of safety when recovery from a stall is delayed, normal category airplanes are tested during certification and must be able to recover from a one turn spin or a 3-second spin, whichever takes longer, in not more than one additional turn with the controls used in the manner normally used for recovery, or [alternately] demonstrate the airplane’s resistance to spins.[ie you can’t spin it, whatever]

In addition, for airplanes demonstrating compliance with one turn or 3-second requirements, LSA requirements are:
– similar to the normal category but with less stringent requirements eg aggravated use of controls for FAR 23
– designed only for a margin of safety in delayed recovery from a stall. Therefore not intended for incipient spin training. [Remember, as above, an incipient spin is one which is recovered with the first 1-2 turns of the spin.]

While we are still awaiting a clearer definition from the regulator and would like to reiterate that no initial spinning is approved for the A22 or A32, the Aeroprakt factory does provide a declaration of conformity with the current Part 61 syllabus, with regard to incipient training, as follows:

“Both A22LS and A32 were tested for spins. A special feature of the A22/A32 wing is such that during a classic method of spin entry when the pitch and yaw controls are deflected fully, simultaneously, the aircraft would not spin more than 180 degrees. After which the aircraft recovers from a spin to a steep spiral dive with increasing speed and normal acceleration (G-factor) in spite of the [continuing] fully deflected pitch and yaw controls.

If the controls are still kept fully deflected, then by the end of the second turn of the spiral dive, the load factor will reach +4.0G’s and the speed will increase to Vne.
According to the ASTM (LSA) standard, an airplane may be used for spinning if the load factor and Vne are not reached by the end of the third spin turn.Taking into account the above mentioned, we cannot see any problem in permitting the use of our A22 and A32 aircraft for incipient spin recovery training as described in the CASA Part 61 syllabus, with the only limitation that not more than 1 spin turn may be done.” [11 June 2019]. 

In any case, at Foxbat Australia we recommend that any advance stalling and spin training should be conducted only in an aircraft certified for that purpose. There are many great flying schools around Australia which will allow you to receive proper spin instruction in a certified aircraft.

Whatever, if you like spinning, aerobatics, or neither(!) we highly recommended any pilot to learn more about them and experience them from the pilot seat.

 

STOP PRESS: CASA (Australian readers only) is seeking views on spin avoidance and recovery training. You can have your say by clicking the link below. NB> The survey closes on 27 January 2020.
https://consultation.casa.gov.au/regulatory-program/draft-ac-61-16-v1-0/

Buying a used Foxbat or Vixxen

For many pilots, owning their own aircraft is a dream – but to own a new one is often just plain beyond their financial reach. So they turn to the used market and start perusing the pages of the Australian Aviation Trader paper and other aeroplane sales websites. Buying a used aircraft – like any used vehicle – is potentially fraught with risk, so here are a few guidelines about buying a used Foxbat/Vixxen – or indeed any other used aircraft.

Overall, the first rule of buying a used aircraft is let the ‘Buyer Beware’. The purpose of these guidelines is not to stop you buying your dream (although there are a couple of red flags) but to ensure you go into the purchase with your eyes open and are fully aware of what you are taking on. You don’t want any nasty – expensive – surprises to ruin the joy of owning your first – or next – aeroplane!

Whatever else, get a completely independent, appropriately licensed engineer to inspect the aircraft and its documentation and give you both a verbal summary and a detailed written report. The engineer should not be associated in any way with the vendor or dealer selling the aircraft. Although a thorough inspection may cost you up to A$500, it could save you ‘000s.

Apart from all the usual things to look at on a used aircraft, be sure to ask the engineer to check for:
– complete service records and any accident damage history.
– all applicable airframe and Rotax engine (see below) service bulletins have been complied with.

In particular, for Foxbats & Vixxens:
– rudder cable bulletin (A22L & A22LS)
– nose leg hinge bracket bearing bulletin  (A22LS & A32)
– windscreen cracks  (A22LS & A32)
– flaperon cardan rings  (A22L & A22LS)
– seat belt correct installation (A22L & A22LS)
(all bulletins are on our website at https://www.foxbat.com.au/safety-bulletins.html)
– the flap lever detente plate (A22LS & A32), which holds the flaps at their chosen setting. This plate is a wear item replaced on condition and if too worn can allow the flaps to retract without warning.

Ask the vendor what the primary use of the aircraft has been – commercial flying training? Private and leisure? Farm work? Ask the vendor if there has been any incident/accident damage to the aircraft and if so, who carried out the repairs. Remember to write down responses, as the answers to all your questions will form part of your contract to buy, should you decide to go ahead. Be very wary of vendors who do not know answers to your questions or who try to give you vague non-specific answers with phrases like: ‘I think…’ or ‘I believe…’ or that catch-all ‘Come and have a look for yourself…’ If they don’t know an answer, OK – but they should offer to get back to you with a clear reply.

Here is something important to check for all used Light Sport Aircraft (LSA).
LSA regulations mandate that any change to the aircraft from its original delivered specification must be explicitly agreed by the aircraft manufacturer. Changes include virtually everything to do with the aircraft – for example: tyre sizes, propeller, instruments, avionics, damage repairs, type of coolant, GoPro and other camera mounts, lighting changes, addition or removal of a parachute, etc etc. Some manufacturers – including Aeroprakt – give blanket approvals for aircraft damage repairs ‘carried out by suitably licensed engineers’ but any other changes must have factory approval first. If not, the aircraft automatically reverts to ‘Experimental’ status until either approval is given or the modification is reversed. LOAs can only be issued by the manufacturer – there is no other authority approved to do this.
Therefore, get a written statement from the vendor either that the aircraft has not been modified after original new delivery or that if it has, specific Letter(s) of Approval (LOAs) have been issued – and are attached with the statement.
If they are not willing to do this – walk away! Any problems will become yours if you buy the aircraft.

For the Rotax engine check the following:
– All applicable Rotax service bulletins have been completed. To check the bulletins, enter the engine number on the Rotax Owner website – https://www.rotax-owner.com/en/ – (click on ‘Does your engine comply with all required bulletins?’ in the page header), enter your engine type (all our aircraft use 912ULS engines), and then the engine serial number. The site will list the bulletins you need to check.

– The total running time for the engine is recorded correctly. For example, the original engine may have been time-expired and changed for another engine – which was new? Or used? Get a confirmation that the time quoted is engine running time, not flight time as Rotax warranties and service requirements are all based on engine running time.

– When the next 5-year rubber replacement is due. This costs in the region of A$2,500-A$3,000 to complete, with parts and labour, and covers all oil, fuel and coolant hoses, carburettor rubbers, fuel pump etc on the aircraft.

– Has the engine been run primarily on Avgas or Mogas? If Avgas, there should be a clear record of oil and filter changes at least every 25 hours, as per Rotax maintenance recommendations. If not, there is no certainty the engine will reach its 2,000 hour expiry time.

– When was the last time the gearbox slipper clutch tension was checked? Is there a clear maintenance record of this?

– Has there ever been a prop strike? If so, the gearbox slipper clutch should have protected the engine. However a power-on prop strike has been known to twist the crankshaft. Any prop strike, however apparently minor, mandatorily requires the gearbox to be checked and overhauled by a qualified Rotax engineer.

Finally, here are a few general guidelines:
– Has the aircraft been parked outside or kept in a hangar? Ultralight and Light Sport Aircraft are necessarily built more lightly to enable compliance with strict weight limits. They do not thus fare well when left outside in the elements, even when properly tied down and the controls correctly secured. Look for water damage inside the aircraft. Do the controls feel ‘sloppy’ because the wind has slowly but surely worn away at the control bearings? Think of the aircraft rocking in the wind for a couple of years…

– Has the aircraft been used in a school or club? Remember, a school aircraft will have probably completed at least 5 times as many take-offs and landings for the same hours as a privately owned aircraft. Depending on the quality of the instructor(s) this might mean anything from not much at all, right through to dozens of (very) hard landings at the hands of poorly managed students.

– Get a written statement from the vendor that the weight and balance information shown in the aircraft documentation – particularly the empty weight – is correct. If the vendor is not prepared to give this statement, walk away!
This is important for your load calculations and your insurance validity.

– The asking price of the aircraft should reflect all the factors above. A single private-owner hangared aeroplane with no damage history, a few hundred hours on the clock and a complete maintenance record, with all the original manuals and documentation, will command a significantly higher price than an aircraft with all the opposite characteristics. Foxbats and Vixxens have an enviable reputation for holding their prices but do not let this general reputation sway your careful examination of the aircraft. Hour-for-hour, the difference in price between a good one and a bad one could be as much as 50%.

Don’t forget the saying: ‘buying cheap can be the most expensive thing you ever do’.

Foxbat 2020 updates for Australia

For 2020 we are introducing some updates to the A22LS Foxbat/Kelpie and A32 Vixxen aircraft available in Australia while keeping prices at the same levels as for 2019.

First among these is a new windscreen design, using moulded 3mm acrylic instead of the flex-to-shape 2mm flat polycarbonate sheet. The acrylic windscreen is more rigid than the original design, which has served us well for over 20 years. The main benefit is noise reduction in the cabin, particularly noticeable in the A32 Vixxen, which is already a relatively quiet aircraft. There are a couple of minor downsides – the acrylic screen needs special jigs both for original installation and when a replacement screen is fitted; it’s also more expensive than the original, flat sheet design. All new A22LS Foxbats/Kelpies and A32 Vixxens built for Australia after 01 January 2020 will be fitted as standard with the new type of screen.

Although replacement polycarbonate screens will continue to be available, a retro-fit acrylic screen kit will also be available for owners wishing (optionally) to replace their existing polycarbonate screen, should it become damaged. For a returnable deposit, Foxbat Australia will be able to loan your qualified engineer a set of jigs to enable the replacement. We are also making a short video to cover installation of the new screen.

Next, the A22LS Foxbat will now have as standard the so-called ‘Kelpie’ metal luggage bay with side door. We have sold 20 of the Kelpie variant since we introduced it around 2 years ago and in addition, most Foxbat buyers have opted for the Kelpie bay over the previously ‘standard’ canvas luggage container. The main reason for this is probably that the metal luggage bay is rated at 30 kgs maximum as opposed to the canvas container at 20 kgs. The contents of the container remain accessible in flight and a hard cover is included if in-flight access is not required. There is a small basic weight penalty but as the A22LS is already one of the lightest (and strongest) LSAs on the Australian market, you will still be able to carry over 200 kgs of people and bags, even after filling full with fuel.

We have offered a variety of VHF radios over the years, including the popular German Filser/Funkwerk OLED radio. However, after extensive experience with TRIG – a UK (well, Scotland actually) manufacturer – we have decided to include the TRIG TY91 VHF radio as standard on all A22LS and A32 aircraft in Australia. Where optionally requested, the TRIG TT21 mode S transponder will visually match the TY91 radio. Dynon SkyView equipped aircraft will continue with the Dynon VHF radio.

For 2020, all A22LS Foxbats with the Y-stick control configuration will now standardise on the ‘long leg’ raised instrument panel. This panel has curved cut-outs along the bottom edges on pilot and co-pilot side, facilitating comfort for those owners with longer than average legs.

The ‘long-leg’ option isn’t available with twin-yoke configuration controls as the yokes support structure occupies some of the space taken by the cut-outs in the panel bottom. Also, for the A22LS Kelpie, the UHF radio is normally fitted under the panel on the co-pilot side. If you require the long-leg cut out on a Kelpie, there will be a small additional charge to cover installation of a remote head for the UHF radio. The A32 already has legroom equivalent to the A22LS ‘long-leg’ panel.

We are working with the factory to offer a number of additional options on A22LS and A32 aircraft. Among these are a visor-style tinted sun screen in the top of the windscreen, larger capacity fuel tanks for the A32 and a glider tow-hook for the A32. We are also hoping for a supplement to allow doors off flying in the A32 to match that of the A22LS.

As an aside, although we are sometimes asked by customers if they can fit bigger tyres to the A32, it is unlikely these will be formally approved by the factory any time soon. From experience with flying school owners who have removed the wheel spats and leg fairings, we are aware that this can reduce the cruise speed by as much as 9-10 knots, effectively pulling the straight and level cruise of the A32 down towards to that of the A22LS. The A32 is fitted standard with aviation grade AirTrac 15×6.00×6 tyres and landowner experience has shown that these are more than sufficient for use on paddock and gravel strips with the spats remaining in place.

SPECIAL OFFER – for a limited number of aircraft we will include a Garmin Aera 660 GPS with a panel mount of your choice at no extra cost. First come, first served!

For more information on any of these items, please see our website at www.foxbat.com.au  or call Ido Segev on 0431 454 676 or Peter Harlow on 0413 900 892.

Low flying

Just recently, there seems to have been a spate of low flying accidents in LSAs and ultralights, some of which have involved even experienced low level pilots. And a couple of incidents where the pilot had no low level approval or endorsement. And I’m not talking about landing or take-off accidents.

A lot of LSAs and ultralights – including Foxbats and Vixxens – are bought by landowners for use on their properties – which sometimes includes low flying. By which I mean at heights often well below the 500 foot (normally) legal minimum height. Landowners can fly at any height over their own land.

However, there is a safety reason for the 500 foot height limit – even a small error made at heights under 500 feet can rapidly develop into a major disaster unless you have the right training to avoid and/or quickly correct. The risks rise exponentially if you’re flying at heights as low as 100 or 200 feet, and losing concentration even for a second or two can be catastrophic. Add in slow flight, obstacles, wires and wind and you really need to know what you are doing at low level.

So, first off – if you’re going to do low flying at all, GET A LOW FLYING ENDORSEMENT! There’s a lot more to flying close to the ground than at first you may think. See CASR 1998, Subpart 61.Q – Low‑level ratings, for the main requirements.

Both CASA and RA Australia have published clear requirements for low level flying endorsements both of which have minimum flying hours on type and passing a flight test – normally after a minimum of 5 hours’ instruction at low level on type. To stay legal, there are also currency requirements – eg completion of at least 2 hours of low level flight during the previous 6 months – and flight review requirements, eg CASA requires an instructor flight review for the low level endorsement every 12 months to ensure you retain the skills needed. RA Australia also requires the pilot to give good reason why they should have a low-level endorsement in the first place.

Second, if you have a low level endorsement and you plan to fly low on a regular basis, it is highly recommended that you WEAR A HELMET! In another life, I used to ride a motorcycle for a couple of hours every day. We had a saying then – ‘if you’ve got a $10 head, put it in a $10 helmet…or even better, save your money!’ Now I don’t know about you but I reckon my head is worth a lot more than $10 (some might argue otherwise), so make sure it’s a good quality helmet with a good quality headset.

Unlike motor vehicles, most aircraft – certainly LSAs and ultralights – are not fitted with airbags. However well designed to absorb impact, an airframe can only do so much to protect you. As your head can so easily be injured, protect it with a helmet!

Third, MAKE SURE YOUR PLANE IS IN TOP CONDITION! The last thing you want when you are flying close to the ground is an engine failure or some part of the airframe or control system to malfunction. It is highly likely that there will just not be enough time to recover before the ground rises up and hits you. Regular maintenance – even more frequently than required – and a sharp eye for any abnormalities in the aircraft are one of the keys to keeping yourself safe.

Finally, MAKE SURE YOU ARE IN TOP CONDITION yourself. We have all heard about ‘Human Factors’, we even had to pass an exam on them to get our license. So, to remind you, if you’ve been on the booze the night before, you’re taking medication that could affect your concentration or you’re feeling unwell in any way at all – don’t fly! Something else to remember – when you are low flying, you need a lot more concentration than plain ordinary flying. You’ll need to take regular and frequent rest breaks.

When you are a pilot, low flying can be very exhilarating. But it’s also very dangerous. However easy it looks, make sure you have the right training, your aeroplane is in perfect flying condition and you are 100% fit and ready. And, for what it’s worth – wear a helmet!

Happy (low) flying!

Aeroprakt world record again!!!

Once again the Aeroprakt team under Yuriy Yakovlyev has posted another ratified world record for distance covered on a measured amount of fuel.

This time, the famed A-40 with two people on board covered 887 kilometres – 479 nautical miles, 551 statute miles – on only 26 pounds/11.8 kilos/17 litres – of fuel. That’s just about 2 litres per 100 kilometres.

Non-stop flight time was 9.1 hours.

For reference, even a very small car will use 5-6 litres/100 kilometres.

For an aircraft, propelled by a standard Rotax 912 series petrol engine, these figures are truly amazing. Once again – congratulations to Yuriy Yakovlyev and his team at Aeroprakt on their wonderful achievement.

Aeroprakt grabs world record with A-40 aircraft

Yuriy Yakovlyev – CEO of Aeroprakt Limited – and his team have done it again! Not content to rest on their laurels after winning gold medals in two major light aircraft championships this year, they have now landed a world record.

Their A-40 competition aircraft – adapted from the well-known A20 tandem 2-seat taildragger in pusher prop configuration – has achieved a staggering and authenticated 229 kilometres on just 8.5 litres of fuel. In imperial measures, thats over 142 miles on 2.25 US gallons; over 63 miles per gallon, 3.7 litres per 100 kilometres!!

Whichever way you measure it, it’s an amazing feat for a 2-seat aircraft using a standard Rotax 912 series engine – no batteries or electric motors. Pilot and co-pilot for this extraordinary accomplishment were Yuriy’s son Timofey and engineer Taras Sotnicenko. Looks like Timofey has his father’s genes.

Very big congratulations from Foxbat Australia to all involved!

You can follow the maestro Yuriy on his FaceBook page by clicking here.

Foxbat Australia – new website coming!

After almost 5 years with our current website at www.foxbat.com.au we have developed a new, much more modern site design for Foxbat Australia which will be going live in the next week or so.

Although the old website has been widely used and favourably commented on, apart from making it more visually attractive, we have aimed to make navigation simpler – particularly for the many visitors seeking technical specifications and maintenance information.

All the details from the old site have been retained and updated, including the ever-popular ‘Used Aircraft‘ page, which is statistically the most visited single page on the site! In addition, if you want to find a school or club in Australia using Aeroprakt aircraft, we have introduced a clickable map to help you find one near to you.

There are also additions of an in-site photo and video gallery, so you don’t have to navigate away from the site to see visuals. However, our linked Foxbat YouTube channel and Foxbat Facebook Page will remain in operation – have a look, we post new items regularly on Facebook and are planning more YouTube videos over the coming months.

Once the new site is up and running, feel free to send me your comments!