old man emu

No. I started the thread to find out if volunteers helping to run a flying event needed an ASIC card because they would be working airside. As usual, and it is the nature of the beast, the initial enquiry has been answered, but respondents have moved off on another track. That's the beauty of this informal site. Doesn't worry me that it has happened. In fact I'm probably one of the leading signpost twisters. Now back to following red herrings. Cost of ASIC card is $110 for the Auscheck security check and the card must be renewed every two years. I have a Working With Children approval. That lasts five years and cost me $80 in 2019. I'm sure that any of the specific offences that lead to the refusal of a WWC approval would jump out during the basic criminal history check. Offences that would lead to the refusal of an ASIC card would also jump out. So why does an ASIC card run out at $275 for five years while the WWC is only $80? The answer is simple - The government has outsourced the work and everyone knows that when government work is outsourced, the cost doubles or trebles. Smaller Government payroll = Greater taxpayer expenditure. Why is there a need for the stringent checking for the ASIC card twenty or more years since the need for greater security arose? As Facthunter said: A sunset clause might not be the best thing, however continual review is essential. That review can answer the question, "Is this rule still justifiable? - Yes/No) As an example of laws gathering dust without review, around 1912 each State of the Commonwealth passed an Act to prohibit the manufacture, sale and use of white phosphorus. That Act was the "White Phosphorus Prohibition Act". It remained on the books until repealed in 2013. The Act itself was repealed, but white phosphorus is dealt with in other Acts.

Civil twilight is around 5:50 pm at that time of year. The high country is to the east. Well how the Hell do the Lanes of Entry work at places like Bankstown? This is where the start of the several lanes of approach that I worked out:

Better to ask politely for people to approach in an orderly manner than have them come from every which-way. At least if people approach along the same path, it makes it easier to "See & Be Seen" Or am I a fool who thinks that normal people are happy to cooperate? That's the idea. It will remain an uncontrolled aerodrome at all times. No, and we don't want to. The only controlling we want to do is when we are marshaling contestants and getting them ready to take off. Simply as part of the operation of the contest, contestants will line up, and the Starter will say Go!, after the Starter has been advised that the separation to the preceding aircraft is sufficient for the following aircraft to begin a take-off run. And for the doom-sayers, there will be a special word broadcast if there is an incident that puts the runway out of service. When that word is broadcast, all engines stop, and aircraft in the air will have to head off to the nearby alternates and land there to wait until the runway is serviceable again.

I'm having nothing to do with how a PIC prepares a plan for the contest. At the moment I'm just trying to get a heap of planes of varying performance, coming from multiple directions at the same time onto the ground at an aerodrome that the majority will never have been to, or even heard of. Just take a look at the WAC, or whatever you use and figure out how to avoid the big lumps in the surrounding countryside.

I get quicker, more reliable answers here from people I have learned to trust over many, many years. And until CASA pulls out its finger and returns my Part 61 licence, I can't even go do a medical, let alone go fly. So I haven't engaged an instructor. Some think that all that's involved in organising a flying event that has CASA approval is to ring them up and tell them what YOU are going to do. Unfortunately, that's not the case. Do you know what the acceptable separation distance is between aircraft taking off? Have you ever done a Risk Survey/Risk Assessment and then developed procedures to deal with risk?

Will you people stop demanding that I go out and buy some software? I'm sitting in the heat trying to produce something to assist safe arrival at Toora before the contest starts. I'm not trying to provide IFR tracks, simply trying to produce a mud map with local knowledge. Once again, I ask a simple question and get the ins and outs of a duck's arse. This is useless: For a start the measurement is not even on the 10 Nm circle. I've actually been out there by car to see for myself what landmarks there are. I guess the best thing I can do is to ignore bearings from the locations to Toora and let electronic gizmos be the guide. Thanks Garfly for posting that bit of the WAC chart and further info. Now I don't have to worry about those Rs & Ds.

NEXT QUESTION: If I have a Google Map and measure the bearing of Point B from Point A, is it Degrees True, or Degrees Magnetic? If that bearing is from the 10 NM boundary, should I report the Heading from that point to Overhead Runway as X degrees (T), or X degrees (M).?

At the moment I am writing the Guide to Pilots for getting to Toora before the event. The questions I am asking at the moment are so that I can propose orderly approached to the aerodrome in an attempt to make it safe. Remember, it is an uncontrolled aerodrome, so I need to assure CASA that I've considered as much as reasonable to ensure that safety. If I have given pilots as much information as possible, and have asked them to fly along certain routes when coming to Toora before the event , then if someone wants to "do his own thing" and causes an incident, then that someone will have to explain why they diverted from the considered suggestions. We will monitor the area frequency and anyone who does not make the appropriate calls will have 30 minutes added to their contest time. If the weather is forecast to be crappy, then the event will be postponed to a later date in hopes of good flying weather. As for the contest itself, crews will submit a written plan before departure. As far as the contest is concerned, the only thing that matters is how close to the submitted ETA the crew's ATA is. In the spirit of the contest, i.e. navigation as it was in the 40s and early 50s, I hope that crews will test themselves by going by paper map, compass and timepiece. Strewth, the prize will only be a cheap tin mug. We aren't betting sheep stations here. Just to keep the bastards honest, there will be a prize for the most professional flight plan submitted prior to the flight, and another prize for the most professionally completed plan submitted at the end of the flight. Don't forget that we are looking for candidates to interview for the position of DH86 pilot on Butler Air Transport feeder routes. Now that's a Handy Hint to the Housewife.

I don't have a digital gizmo. I have one an E6B one of these and a

Not quite the answer I was looking for, but good info - thanks. I was simply wondering what keystrokes one made to enter the information into your navigation gizmo thingy. This is the diagram I am going to provide in the Pilot Guide.

I don't think IBob is old enough to have known them.

ERSA is close enough for government work. One second of longitude is 80 feet. 1485402 is 160 feet from 1485400. If you can fly accurately to a second of longitude, you are pretty good. 😄 BY the way, I found this converter: https://tool-online.com/en/angle-converter.php

Stupid Question # log e^x^n: If I gave you the name of a location, e.g. Hickeys Falls NSW, and told you that the Google Map coords are -31.425607, 149.081188, and that the WAC coords are 312531, 1490452, which set of values would you use in your electronic flight planning gizmo thingy to fly there?

Like the cat rescued from a tree by the firemen and then gets run over by the fire truck

Yep. I see where I cocked it up. I'll go back to the WAC and get the correct numbers. Once again, thanks for the lesson.

find out who owns the mobs that are issuing the cards and I bet there is a trail back to one side of the House.

I've been using Google Maps to get the Lat & Long of useful 10 Nm reporting points from Tooraweenah. According to Google Maps, Tooraweenah Aerodrome is 31.44201S, 148.89801E. However, ERSA has the aerodrome at 31.2630S, 148.5400E. That's 20 Nm difference. I checked the ERSA numbers against a WAC chart, and they match. So, why is there a difference?

This photo caught my eye due to the lack of the dorsal turret. Obviously not needed when the aircraft was being used for training purposes. Taking the turret out maybe made space for one more place for either a radio-operator of navigator undergoing training. Here's a pretty poor photo of the Anson Front Office Taken at the War Memorial, Canberra. They could have used a better "through the screen" image. Talk about training accidents. How about wiping out 16 in one night and not a shot fired in anger? https://aviadoradeceilan.medium.com/the-ansons-of-bairnsdale-ce1efefc2c14

Here's one for him

That was going to be the solution applied to the problem. However, you blokes have clarified the matter. Tooraweenah is an ASIC-free location!

It's a council-owned aerodrome. They don't have much of a clue about operating an aerodrome. They got their nose out of joint when we flipped over the "Unserviceable" cross near the windsock because they had not mown the strip and we reckoned the long grass made it unsafe for light aircraft operations. So I don't think they know what ACSIC is. Probably think some dyslexic is talking about the Australian Securities and Investments Commission ASIC.

I wouldn't call you "weird, stupid or both". Your attitude is the same as decent people. However, it only takes one person to stuff things up and either drop an invoice on the authority, or have their family sue following injury or death. Everything is tickety-boo until someone goes to a lawyer.

It was brought up in a planning conversation. I even think it was me who brought it up. My method is to act as Devil's Advocate and try to think of everything that go wrong and then try to find solutions. That's why I have raised the question here to get advice. So far it seems that the opinion is that the damned card is not required. I hope that is correct, but I'll go check the ASIC site now. Thanks for your responses.

I've just had a stick poked into the spokes of my plans for the flying event I'm planning and it's all to do with ASIC. To ensure the orderly, safe starting of the flying competition, I was planning to place marshals along ground path from the assembly area to the starting line, like lollipop people around roadworks. Providing training to those people about their functions will be easy, so I am not worried about that part of the job. The problem that has hit me is that, even though Tooraweenah is an uncontrolled aerodrome with no RPT service, I'm told that everyone who is airside hs to have an ASIC card. I was hoping to employ the members of the local Air Training Corp squadron to do this job. I doubt if all these young people would have an ASIC card. Does that mean I have to ask some pilots to drop out of the competition to do this airside work? What can I do?

Geez! Did all those people have an ASIC card?