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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    Just an acknowledgement would be ok
  2. Roundsounds
    Get around to it shortly? It’s not like they didn’t know the outcome, should’ve had something out to members the day the report was released. Says a lot about the culture of the place.
  3. Roundsounds
    RAWas
  4. Roundsounds
    It will be interesting to see what happens to the various office bearers over time. I’m not sure whether you’ve read the Coroner’s report? It seems some actions by office bearers were not in accordance with documented procedures. The issues of concern to the Coroner relate to action / (inaction?) once the question of validity of the pilot’s RPC came to light within the organisation.
  5. 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.
  6. Roundsounds
    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.
  7. Roundsounds
    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.
  8. Roundsounds
    I wonder if it will be mandated that glider pilots operating in controlled airspace must hold a CASA medical?
  9. Roundsounds
    Current B737 Capt’
  10. Roundsounds
    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.
  11. Roundsounds
    The article doesn’t mention the name of the company who manufactures the displays, it certainly isn’t Boeing.
  12. Roundsounds
    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”.
  13. Roundsounds
    Circuit height varies with aircraft performance, could be 1500’, 1000’ or 500’ AFE.
  14. Roundsounds
    We’ve recently fitted an ICOM A-25CE handheld to our J3, works really well. icom 25ce link
  15. Roundsounds
    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!
  16. Roundsounds
    You’re wrong
  17. Roundsounds
    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.
  18. Roundsounds
    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.
  19. Roundsounds
    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.
  20. Roundsounds

    Lismore RV-12

    Roundsounds replied to rgmwa's topic in Vans/RV

    Whenever doing test flights I have a number pre determined parameters for a go / no go decision. The USA guy may not have done so, the takeoff roll isn’t the time to be figuring that stuff out. The point of me posting the USA accident report was the similarity in the observed flightpath immediately after liftoff. I’m more than a little concerned about the RV-12si fight envelope protections and the level of understanding of its functions and response to faults associated with the system. I’ve read claims by an Australian operator of the type having stall protections when they don’t. Download a copies of the POH and Autoflight systems manuals and have a read. The emergency procedures section of the POH makes for interesting reading, lots of pulling out fuses.
  21. Roundsounds

    Lismore RV-12

    Roundsounds replied to rgmwa's topic in Vans/RV

    I did the initial test flights on an RV-6. The electric trim operated in reverse. Neither the owner / builder nor the LAME who did the dual inspection picked it up. I found it during the preflight inspection prior to the first flight. I always set trims to neutral on the first flight and don’t touch them until well above circuit height just in case.
  22. Roundsounds

    Lismore RV-12

    Roundsounds replied to rgmwa's topic in Vans/RV

    Just stumbled upon this report, scarily similar to Wayne’s accident. I wonder if this was reviewed / considered during the Lismore investigation? RV12 accident on initial test flight. Pilots report suggested runaway trim
  23. Roundsounds
    Dumb set of rules! I was a CASA delegated testing officer and could issue airspace endorsements. I am required to maintain a current PPL in order to fly my RAA registered airplane from a Class D airfield. I recently an AFR at a country airfield, zero assessment of my CTA skills.
  24. Roundsounds
    CTA access was a poorly handled situation and will be a major contributing factor in the demise of RAA. Allowing CTA access would have seen substantial growth of the organisation. As it stands now anyone who gains an RPC under the convoluted exemption at a Class D airport immediately obtains an RPL to allow continued access to CTA. Why would these pilots bother to maintain an RAA membership? Glider pilots have always enjoyed CTA access, Camden has a very active gliding club as the result. There are a number of motor gliders based there who operate under the GFA - no PPL or medical certificates. This situation should have been cited as a precedent. The reason RAA had limitations placed on them operating in CTA was based on the very early AUF style aircraft.
  25. Roundsounds
    Still no understanding of stalls? it wasn’t a lack of airspeed, it was too high an angle of attack. Full opposite rudder, lucky it didn’t flick the other way. Sounds like luck was on your side, perhaps get some theory / practical instruction from a properly trained and qualified instructor in an aerobatic certified aeroplane. Ask the instructor to show how close you came to dying. ClintonB, have a read of Peter’s post, the post prior to yours. Adelaide Bipanes know what they’re doing.
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