Roundsounds

Your response simply reinforces my comments. You do not need to nor should judge / sense airspeed, particularly when below 100’ AGL, the effect of wind has resulted in many low level stalls by mistaking ground speed as airspeed. You need to know the appropriate attitudes and power settings for various configurations and phases of flight. If they are set the airspeed will follow, no judgement required. I have logged over 6500 hours of flight instruction in tandem seating aeroplanes without ready access to flight instruments. This taught me to rely on attitude and airspeed, which I had been taught but really only made sense when that’s all I had. Students would often look around and ask where my ASI, ALT, Tacho were hidden as I was able to fly so accurately - nothing to with any special skills, just because I was flying visually attitude and setting power by ear. Until you are actively taught these skills you won’t develop them. You should be setting the appropriate power and attitude for the phase of flight, allow them to take effect, trim, then check airspeed. I’ll guarantee your backup ASI uses a common pitot / static source, so will only display same invalid reading. Most errors are the caused by a fault in the pitot / static system.

You’ve totalled missed the point! if you set the appropriate configuration and the appropriate attitude and power setting, airspeed will be correct - no need for an ASI. You’d be surprised as to the number of aeroplanes I’ve flown over the years with inaccurate ASIs. The typical problem being pin holes in the pitot or static lines.

I agree with the excess of technology, not necessarily about the effect of age. The basic stick and rudder skills are best taught with minimal instrumentation. This forces trainees to rely on visual attitudes rather than a PFD. When I had my flying school we operated one basic trainer without a VSI, DI or AH, it was ideal for the initial training. You need to establish those basic skills, then build on them. i would not send a student solo until they could complete a circuit with the instrument panel covered. You can see attitudes, hear power settings and judge height way more reliably than expected if trained to do so.

I wonder if it will be mandated that glider pilots operating in controlled airspace must hold a CASA medical?

Current B737 Capt’

SSW is the correct description, 201 is based on the aerodrome reference point, to be a radial it would need to be based on the VOR. Maintaining effective situational awareness shouldn’t require “A quick tap” on anything.

The article doesn’t mention the name of the company who manufactures the displays, it certainly isn’t Boeing.

What a load of rubbish! The crew still had the ISFD, the lower screens and the FO screens. The title of this thread should be changed, there would not have been any hint of “terror”.

Circuit height varies with aircraft performance, could be 1500’, 1000’ or 500’ AFE.

We’ve recently fitted an ICOM A-25CE handheld to our J3, works really well. icom 25ce link

We had our last annual done by a GA LAME maintenance outfit. A very simple machine without an electrical system and billed $5K for the exercise. The cost of GA maintenance far outweighs the benefits. Just give RAAus the same airspace privileges extended to the GFA, it’s not rocket science!

You’re wrong

The GFA and Ballooning federation have had CTA access from day 1, there’s no reason why suitably trained / assessed RAAus pilots operating suitable airplanes shouldn’t have access today. I am require to maintain my GA quals to fly my RAA rego Piper Cub out of a Class D airport. I did my last AFR at a Class G airport, zero assessment of my Class D skills, it’s total BS.

Maybe the Stampe was part of the Rothman’s team, but Dick wasn’t. Here’s a shot of Dick’s old Stampe (VH-BVU) I took in April.

I find it very hard to believe a pilot could unintentionally place a 172 in an attitude where it “fell backwards”. Assuming they did set up a tail slide there’s no way he would be able to pull back and push forward on the yoke as it fell backwards. A Cessna 172 with one or two POB will exhibit quite benign stall characteristics. Put a couple of people in the back seat along with some weight in the rear baggage area and the stall characteristics won’t be so benign.