djpacro

Back when the DoT (before CASA) used to produce ‘P’ charts to go in the Australian-specific flight manuals they used some straightforward software to correct measured distances to ISA SL and MTOW. It then printed out those ‘P’ Charts. A camera was used and distances/heights measured off the printed photo to get distance to/from 50 ft to the ground. People standing beside the runway marked ground distances, Some years ago I ran a Uni Course which did that as a student project using some more modern tools. I might still have those notes on how to do it (consistent with FAA AC 23-8 FAR 23 Flight Test Guide). Perhaps I should develop an app and retire on the profits from sales? CASA has similar info with details at https://www.casa.gov.au/file/122726/download?token=NFLC3fMe with a further reference to FAA AC 23-15.

I bought my 210 after the firmware upgrade and the dual watch function worked well (sold the airplane a few years later). New ICOM IC-A210 Released

There was little or no discussion or reported issues that I could see before CASA changed it a while back without consultation which suggests to me that was the optimum at the time so they should simply revert to that.

I had an AVID for quite a few years operating out of Moorabbin as it had approval from the govt dept to only require ASICs for entry into certain areas on the airport - they lost that exemption some years ago.My regular trips to Qld in the Pitts (220 nm range) had to avoid many airports, I diverted to one of those in unfavourable weather and quickly refuelled etc then got going. I had a long discussion with Essendon Airport management about that note regarding "frequent use" Applicants and cardholders Even if I flew in, and departed without stopping the engine (a typical training flight), I was airside so needed an ASIC. I was crew (instructor) so needed an ASIC - pilots with an ASIC can only escort a passenger. I asked about their visitor cards per Applying for an ASIC or an MSIC They only gave them to people who drove in, but even if I drove in prior to the flight they wouldn't give me one because they don't allow them to be taken away from the airport. We had an aerobatic contest at a security controlled airport in country NSW owned by the local council - all good as we were given visitor cards and had to be escorted by someone with an ASIC - worked well until the last day - we had to return the cards to the council office before we departed. But then we can't get to the aeroplane to depart as crew being escorted require a visitor card. All a farce as others have said. Have fun!

I did indeed and I even went as far as reading the next clause: "... and every year for pilots over 60 years of age".

Stop saying “roger”

I was at an Aviation Medical seminar last year - the CASA rep said that they'd rather have a pilot suffer a cardiac event on the treadmill than in an aeroplane.

Age is the single biggest factor in determining the need for a stress ECG for PPLs - almost impossible to avoid if over 60.

Requirements have been in FAR 23 for many years now. Reminds me, must order that helmet for myself and get the chute repacked.

Back in the good old days, before CASA, the govt was much more helpful - my recollection was that the old airstrip guide stated that 1500 ft was long enough for many light SE aircraft. One example:

I should’ve suggested a read of the VFRG previously as the rules are easier to find and read. Pilot in command | Civil Aviation Safety Authority You get one PIC for the whole flight so you can’t swap on the one flight. Carriage of persons | Civil Aviation Safety Authority CAR224 is the one to consider. For the little aeroplanes we are discussing here there aren’t too many options. Student and instructor with instructor as PIC. PIC and passenger. Safety pilot if required by CASA Avmed. Ask CASA the meaning of “pilot assigned for duty” - you don’t get to make up additional roles of copilot or first officer.

CAR 1988 (of course, my interpretation could be wrong ...)

Suggest you read CASA’s onerous rules about pilot in command, passengers etc.

unless an instructor, the “qualified pilot” is just a passenger.

... and never will ...

One of my friends built one many years ago and I visited him many times during its construction. When I lived in the UK for a bit I visited the Taylor family - Terry is still actively supporting the design so I suggest that you contact him at TaylorTitch.co.uk This photo suggests that the vertical stab was not designed to be removable http://www.taylortitch.co.uk/images/thumbs/001.jpg Which part of ND are you in? I lived in WY for a while and flew up to ND a couple of times.

They'll only improve aileron authority if there is any degradation in that authority due to separated flow so the first thing to do is to put tufts there and look at what is going on.

Of course, Part 61 does not apply to RAA ops anyway.

My old CAR 5 licence listed NDB and VOR as those I was permitted to use - from memory, the rule was something about when I was using them as the sole source of navigation - never bothered to get the "ticket" to use my TSO'd GPS in the same way - I guess the rule has changed with the recent Part 61.

aah, that note, thanks I'd forgotten about that one.Back in 2008, RAPAC agreed to move that aerobatic area due to urban growth - about half of that area is now unusable for aerobatics and no action to move it on the charts.

Very important, a thorough study of a paper VTC is needed as it is not obvious on the paper chart and I cannot see it at all on AvPlan. I only knew about it from my memory of using the paper chart. What about it (one of my favourite topics so I am interested)?

Nothing better than spreading the charts out on the kitchen table as a student learning how to plan a flight.

AvPlan seems to switch to the VTC at an appropriate scale and the note is easily readable on my iPad mini at the scale I choose when flying there.

I stopped going to Av... Seminars after their abysmal attempts to tell us about the details in the approaching Part 61. In general, I'd always thought they were preaching to the converted i.e. those who I thought should be going to them never do go to them - off topic, perhaps another thread some other time. The last CASA seminar that I attended was with CASA appoints new Stakeholder Manager - Australian Flying. The venue could hold 200+ people and I had hoped that there'd be that many local pilots with an interest in giving feedback on regulation reform as CASA calls it, but no. Perhaps a dozen of us there, mainly old codgers. He got a clear message that priority is to fix Part 61 - still a long way off that let alone completing the conversion of CAAPs to ACs with guidelines of what the new regs really mean. AND, don't even think of implementing Part 91 until all of the guidance material is also complete. Bottom line is that one must follow a number of CASA comms channels to see what is being discussed - by the time it gets to an AvS... Seminar it is too late to influence the outcome.