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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    Current B737 Capt’
  2. 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.
  3. Roundsounds
    The article doesn’t mention the name of the company who manufactures the displays, it certainly isn’t Boeing.
  4. 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”.
  5. Roundsounds
    Circuit height varies with aircraft performance, could be 1500’, 1000’ or 500’ AFE.
  6. Roundsounds
    We’ve recently fitted an ICOM A-25CE handheld to our J3, works really well. icom 25ce link
  7. 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!
  8. Roundsounds
    You’re wrong
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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.
  14. 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
  15. 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.
  16. 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.
  17. 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.
  18. Roundsounds
    The CTA stuff has been going on for at least 8 years. The GFA and Balloon Federation have had CTA access from day 1, there’s the precedent. I haven’t seen any progress, just lots of excuses and it’ll happen soon.
  19. Roundsounds
    I’ve gone back to GA, the cost of RAA outweighs the benefits for me.
  20. Roundsounds
    Meanwhile GFA pilots simply self declare and access controlled airspace. Camden is a prime example.
  21. Roundsounds
    RAAus dropped the ball on this from day 1. The GFA have always had access to CTR / CTA, cannot see any reason RAAus aircraft couldn’t too and should have been the lever to gain access. Obviously appropriate training required with a suitable endorsement, copy and paste the GFA syllabus. I was a CASA delegated testing officer for many years and could deem a pilot as being competent to operate in all types of airspace. However in order to access controlled airspace exercising the privileges of an RPC I must maintain my GA medical / AFR. I go to a class G airfield to complete my AFR, zero assessment on my CTA procedures but I’m good to fly in CTR / CTA exercising my RPC. just dumb
  22. Roundsounds
    There’s no requirement for XPDR / ADSB in class D.
  23. Roundsounds
    Through the window vent no doubt.
  24. Roundsounds
    Studying current AIP would likely result in a better outcome than asking for guidance here. The ERSA (Nowra) has a very clear description of the VFR Transit procedures. The Canberra VTC also provides clear guidance on the lane.
  25. Roundsounds
    I have found as time goes on the majority of instructors are fearful of anything other than a wings level 1G stall. Even then they often recover at the sound of the stall warning and don’t actually stall. The there’s the “pick up the wing with rudder” thing! Rudder is only used to prevent further yaw until you’re no longer stalled.
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