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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    That depends on who you talk to! They've both got 4 stroke engines, high wing, tricycle undercarriage and similar performance. I've had some senior people tell me they are considered the same type!
  2. Roundsounds
    So the RAAP says fly with an experienced pilot before you fly as PIC, if you're not flying as PIC I cannot see how you can log PIC. The only other option would be dual, you are therefore receiving instruction and the "experienced pilot" would need to be an instructor. To me this RAAP creates more confusion. The rest of the aviation world defines an aircraft type as one having s type designator. eg: jabiru J160, Technam P92, whereas it seems RAAus could consider these as the same type and something like a Drifter as a different type?
  3. Roundsounds
    So do we agree that broadcasts are made to satisfy the requirements of CAR 166C? ie: "must make a broadcast that includes the following information whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision" So how does a "clear of runway" call avoid a collision? In general this is a totally unnecessary broadcast. At a controlled airport contact with SMC is made when clear of the runway, it's not telling ATC that you're clear of the runway you are simply establishing comm's on their frequency.
  4. Roundsounds
    So, if you're flying the aircraft with someone else and not PIC how do you log the flight time?
  5. Roundsounds
    I'm not sure if you're saying an instructor trainee must complete a cert IV? The reg's require either: - a cert IV. OR - relevant tertiary qual's OR - a CASA approved PMI course In any case, the trainee instructor is also required to complete a 50 question exam conducted by CASA or an approved in house exam.
  6. Roundsounds
    Any training to meet the requirements of 61.385 must be delivered by the holder of an instructor rating. Reference to the privileges of an instructor rating and the CASA information sheet on the General Competency Rule will support this statement. I know there are plenty who will disagree with this statement. If you're prepared to take the risk and don't have an incident you'll get away with having your mate showing you how to fly a new type. RAAus are exempt of Part 61, however there's an equivalent requirement in their Op's Manual.
  7. Roundsounds
    So does using standard RT/phraseology extend to limiting calls to those in CAAP 166, unless a collision risk is imminent? I'm hearing inbound 15 miles, 10 miles, overhead, joining crosswind, turning downwind, turning base, turning final, clear of runway on a regular basis, most of these are not calls per CAAP166!
  8. Roundsounds
    Totally agree, that's how I teach it. The "traffic" bit is like saying hey listen here. The various CASA publications have you state "traffic" after the location name though. CASA would likely argue that's why you repeat the location name at the end of the transmission, but as someone else mentioned earlier you can tune out if it's a CTAF many miles away.
  9. Roundsounds
    Trying talking in dot points: Who Where What Who - who you're talking to and who you are. Where - where you are What - what you're intending to do Other bits - like repeating the name of the CTAF or received ATIS eg 1: Cowra traffic, Pitts thirty one, forty two Turning base three zero Touch and go Cowra eg 2: Bankstown tower, Pitts thirty one, forty two 2RN, one thousand five hundred Inbound Received Charlie The AIP has a section listing the standard phraseology, for both pilot (and in CTA the controller). You can access AIP online free of charge.
  10. Roundsounds
    After a while SAFETY, SAFETY, SAFETY, SAFETY, SAFETY, SAFETY becomes BLAH, BLAH, BLAH, BLAH, BLAH, BLAH....
  11. Roundsounds
    Yep, I've been reading that we're going to get lots of on-line training for a couple of years now. The new website has been saying "watch this space" since it went live. The only online training produced is a rehash of the L1 package created a few years ago. There's heaps of great quality material available from CASA, FAA and CAA NZ. I don't know why RAAus doesn't simply post links to relevant items created by these bodies, it might just save a few lives. I started watching the RAAus video in the last news post, but gave up after the very poor introduction.
  12. Roundsounds
    Rather than more forms or regulations, how about some education? Some decent online training material would be a good start.
  13. Roundsounds
    The knowledge gap under part 61 is simply the applicable CTA endorsement - very simple. I put forward this as a suggested approach, I'm pretty sure the whole risk assessment approach is still being followed. There should be no cost to RAAus, simply insist on being afforded the same privileges as other Australian Sport Aviation Org's as per the Civil Aviation Act.
  14. Roundsounds
    If it's good enough for the Gliding Federation of Aust and Ballooning Federation of Aust to operate in controlled airspace on a certificate issued by their SAAO on a self certified medical, it should be for RAAus!!
  15. Roundsounds
    If the SMS is operating correctly CASA have no need to access data, they periodically audit the SMS. ATSB only get de-identified data, the Coroner has the means to access all data relevant to an incident. Serious breaches would be referred to police for prosecution, CASA would only need be involved if the pilot was operating outside of RAAus. (eg aircraft not registered or pilot not qualified / no membership)
  16. Roundsounds
    It only needs to be simple, anything complex won't work. The data gathering has been going on for years. The problem is every incident is investigated in depth. Simply pour the data into buckets, review the data buckets periodically to see which ones are filling up. Work out why they're filling up and address the problem - usually education. Only accidents resulting in injury/death need be investigated. This investigation should be done by an independent outside party. Why independent? - Let's say it's an op's dept deficiency and op's are running the investigation, where do you think blame will be placed?
  17. Roundsounds
    This is easily answered, investigate only serious breaches. All reports are de-identified and entered into the database - safety data is a separate function to surveillance. If a Reg is often breached its likely the Reg is wrong, so change it or if it's a lack of knowledge - educate. If a serious breach has occurred investigate why. (produce a list of breaches to be investigated) if it's an error educate the person, if it's a deliberate breach or they repeat the breach, then take action.
  18. Roundsounds
    I've run successful GA charter and pilot training outfits as Chief Pilot/CFI/ATO/proprietor and now work for an airline as a trainer. I'm keen to give back to the industry and offered my services which were taken up for a while. Now it's don't call us, we'll call you. I've obviously ruffled some feathers, but nobody is prepared to talk to me about why I've been sidelined. The only way the safety record in this end of the aviation industry is going to improve is through targeted mass training. That isn't going to happen if the data analysis isn't done and delivery of training is limited to a few CFIs. Training material needs to be made available through FTFs and online resources.
  19. Roundsounds
    Keith, when you say Human Factors - I assume you are talking about what is now referred to as Non Technical Skills (NTS)? What particular NTS are related to recent incidents? Situational awareness, decision making, task prioritisation, communication or threat and error management? Again, a proper SMS will identify the precise problem areas and allow targeted training to improve safety. Simply saying accidents are the result of HF without identifying the factor of HF ain't going to fix anything. In my opinion RAAus don't understand what HF is all about, let alone be skilled to teach it.
  20. Roundsounds
    Yep, pretty sure that's how I described it? Not sure what step I'd missed?
  21. Roundsounds
    Ok, let's look at the points: 1. Good education: FTFs have been educating pilots for many years. If you are suggesting there are deficiencies in knowledge, what are the deficient areas? 2. Good training: FTFs have been training pilots for many years. If you are suggesting there are deficiencies in skills, what are these skills? 3. Minimising incidents: What are the common ncidents? Are they by manoeuvre, location, aircraft type, pilot demographic? No instructors of FTFs set out to educate/train poorly and no pilot goes flying with the intention of having an incident! The answers to these questions can only be effectively answered by gathering and reviewing data.
  22. Roundsounds
    A functioning safety management system gathers data, analyses the data to find trends. Based on the trends appropriate training packages are then developed and delivered. Continuing data review will determine how effective the training has been. Simply gathering data does not improve safety, neither does creating new regulations and penalties. If people are breaching reg's the reg's are wrong or the people not educated as to the purpose of the reg'. I work for an organisation with a mature and highly effective SMS.
  23. Roundsounds
    I see there are 17 Hangar talks listed on the portal, not one in/near a Capitol City. Why not put the material on the website for access to the general membership? I'm a Senior Instructor and only have access to the material if I'm associated with a FTF. Too much "knowledge is power" going on.
  24. Roundsounds
    So I've read, many times...
  25. Roundsounds
    Really? I haven't seen any education as the result of safety data rolled out. The safety month material has been sent to FTFs. It's likely the people who need this education only see an FTF rep when their BFR is completed. The list of hangar talks doesn't have any scheduled for the Sydney area. How about some online stuff?
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