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Roundsounds

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Everything posted by Roundsounds

  1. 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.
  2. Roundsounds
    I’ve gone back to GA, the cost of RAA outweighs the benefits for me.
  3. Roundsounds
    Meanwhile GFA pilots simply self declare and access controlled airspace. Camden is a prime example.
  4. 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
  5. Roundsounds
    There’s no requirement for XPDR / ADSB in class D.
  6. Roundsounds
    Through the window vent no doubt.
  7. 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.
  8. 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.
  9. Roundsounds
    The seat power on / off switches are located inboard at the base of the seat backs.
  10. Roundsounds
    The B787 autopilot has an over ride / disconnect function. ie if you provide a decent input the AP will disconnect.
  11. Roundsounds
    Ian, most pilots trained over the past 30 years probably couldn’t spell QFE, let alone define it and T hey’d need an APP to work it out.
  12. Roundsounds
    The local QNH from ATIS or AWIS.
  13. Roundsounds
    The ATSB report shows about a 1NM downwind spacing, doesn’t seem “so wide”. Having flown there a few times myself, I’d say the spacing was pretty normal for Camden operators.
  14. Roundsounds
  15. Roundsounds
    The 1400’ is an ADSB return and is based on 1013Hpa, corrected for QNH comes in at around 1300’ AMSL. The descent speed of 130KTS is a ground speed, given it was descending at a rather steep angle the IAS would have been significantly higher.
  16. Roundsounds
    A ground loop is more likely on a sealed runway, ground loops can be way more expensive than rubber.
  17. Roundsounds
    I believe a 275HP Jacobs with a CSU.
  18. Roundsounds
    Agree, what I don’t agree with is the suggestion the aircraft landed with the “brakes locked on touchdown”.
  19. Roundsounds
    Stick position can correlate to exceeding the critical angle. The “stall stick position” seems to be gathering momentum at a similar rate to the Beggs Muller spin recovery technique, which I see as a dangerous trend. There are a number of factors where the critical angle can be exceeded without achieving the “SSP”. CofG and gusts being a couple. How would a pilot respond differently in the case described in this post given it had / had not stalled?
  20. Roundsounds
    It could be, but highly unlikely. They can be a handful on sealed runways. The clowns running council airports see operations on the grass within the flight strip akin to hoons tearing up grass on their precious footy fields. They fail to understand these aircraft were designed to operate from grass / gravel fields and don’t comprehend the physics associated with tailwheel airplanes. I’ll guarantee this incident would not have happened had he been landing on the grass to the west of RWY 34.
  21. Roundsounds
    If you can’t see a Cub yellow Cub, you shouldn’t be flying. 😆
  22. Roundsounds
    Yep! Avoids lots of issues.
  23. Roundsounds
    I’ve got a J3 Cub and don’t have any battery isolation devices.
  24. Roundsounds
    I would be interested to hear people’s thoughts in regards to the following quote… “in a slipping turn you are providing anti spin rudder. In a skidding turn pro spin rudder.”
  25. Roundsounds
    There are airplanes like Citabrias, Decathlons, Cessna Aerobats, Robins and others available for spin training. The main issue I have with gliders being used for power pilot training is the lack of a throttle, I often find during spin training pilots miss setting idle during recovery. It’s highly likely an unintentional spin will be in a situation with power applied. It’s one thing to verbalise it during a briefing, but the proof is in the application. I usually arm the speed brake during stalling sequences in jet simulator training, following the recovery manoeuvre it’s often still armed. Stowing the speed brake is part of the standard Boeing stall recovery manoeuvre. The trainees might have recited the actions during the briefing or immediately prior to the exercise but often omit the step during the practice sequence. As a human factors consideration I fear power pilots would omit setting idle power if spin training was only conducted in a glider.
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