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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    An interesting article from Avweb: It's Time To Raise The LSA Weight Limit - AVweb Insider Article
  2. Roundsounds
    Ben87r: Refer to CAAP 166(link below) Page 21 states the content of a broadcast, which includes intentions. A broadcast immediately before entering a runway (line-up call) would include intentions- ie for circuits, departure to the west etc, upwind departure for Dubbo etc. hence no need for a departure call. Page 22 contains a table of recommended broadcasts. https://www.casa.gov.au/sites/g/files/net351/f/_assets/main/download/caaps/ops/166-1.pdf Uneccessary broadcasts can result in a safety issue when a non-towered airport gets busy. Put 4 or 5 aircraft into a circuit all making taxying, lineup, downwind, base, final, clear of runway calls there's no room for inbound traffic calls. It's also difficult to maintain situational awareness with constant radio chatter - there's a tendency to "tune out", a bit like a nagging partner or whinging child. It also promotes a mindset of reliance on radio for traffic awareness, remember radios are not compulsory at all airports, radios fail and errors result in incorrect frequencies/selections. Lookout is you primary means of traffic separation, radio only assists.
  3. Roundsounds
    - I'm not sure why a departure call would be required? The line-up call would include intentions. - Also, what circumstances would "required on the day" dictate calls for each leg of the circuit? I'm not having a go at you, just trying to understand the thought process?
  4. Roundsounds
    His name, on Faceplant.
  5. Roundsounds
    Whilst on the topic of RT, has anyone who learnt to fly say more than 20 years ago noticed the increase in calls at non-controlled airports? People chip me if I don't call turning downwind, final and clear of the runway! Taxying/line-up and base call are all I would routinely make in the circuit area. Inbound I'd make a call at an appropriate distance, then with intentions as to how I plan to join the circuit when I've decided. Any other call would only be on an as needed basis.
  6. Roundsounds
    Oh dear....
  7. Roundsounds
    I see the Tech manager have a rant about CASA processes on another forum.
  8. Roundsounds
    https://www.airservicesaustralia.com/aip/current/aip/general.pdf Pages 3.4 - 53 and 54 Runway designation L/R is required if parallel runway op's in progress and discrete frequencies are not in use. Sounds like an extract from the following Monty Python script: Now, before I begin the lesson, will those of you who are playing in the match this afternoon move your clothes down onto the lower peg immediately after lunch, before you write your letter home, if you're not getting your hair cut, unless you've got a younger brother who is going out this weekend as the guest of another boy, in which case, collect his note before lunch, put it in your letter after you've had your hair cut, and make sure he moves your clothes down onto the lower peg for you. Now...
  9. Roundsounds
    Maybe there needs to be a new chapter added to the op's manual banning crashing?
  10. Roundsounds
    some time ago I put a scenario to CASA regarding the application of 61.385 to single seat aeroplanes. I put it to CASA that if a pilot were to explain the systems and operating procedures and handling characteristics to another pilot not familiar with the aircraft prior to them going flying, would they need an instructor rating? Answer was yes. I then finished the description of the scenario - the aircraft was a single seat Yak 50. The pilot explaining how to fly the Yak now wouldn't need an instructor rating, 'cause they wouldn't be flying with them! I summarised the conversation in an email and asked for confirmation of my understanding of their answer - that was last year, still no reply! Figure that one out.
  11. Roundsounds
    A few comments: 1. The scenario given earlier was based on a pilot with minimal experience. Should a pilot have extensive experience on similar types, read the POH and learn the SOPs for the type there wouldn't be a problem jumping in and flying. That's why it's left to the pilot to determine if they're competent. 2. The glossy .pdf documents CASA publish about the new regulations do have a legal standing in court. The regulations are interpreted based in the intent. CASA publish the glossy brochures stating the intent, the courts would/must interpret any vague Reg based on them. 3. At the end of the day if a pilot goes flying in a new type and nothing goes wrong, they must've been competent? However, if they bend said aeroplane or worse still injure a pax, they're going to have a very tough time in court proving they were competent.
  12. Roundsounds
    It's not that simple, if you read the references in my post you'll see CASA have all but mandated training on not only aircraft types, but avionics, flight instruments and anything else considered to be unique to a particular aircraft.
  13. Roundsounds
    Maybe have a read of CASR 61.385 and the associated General Competency rule brochure. https://www.casa.gov.au/file/131276/download?token=kzbe519K It isn't legal to simply jump into a C210 with only C172 experience, aside from the design feature issues, 62.385 requires instruction in such cases.
  14. Roundsounds
    No damage, no injuries = no investigation? There'll be a record of the incident, but no investigation.
  15. Roundsounds
    Low wing aircraft that rely on a fuel pump to deliver fuel to the carburettor /fuel injection system need to feed from one tank at a time. Should both tanks be simultaneously plumbed to the fuel pump and one tank empty, the pump would suck air and result in an engine failure. The only way that type is system works is to have a sump tank lower than the wing tanks and gravity fed, then pumped to the engine. The Yaks and Nanchangs use this style of system. Despite the western propaganda, the eastern block countries produce some smart, well designed and built aircraft.
  16. Roundsounds
    Wait 'til the ATSB report comes out. If the info provided to me is correct, the pilot was trained by the best pilot training organisation in the country.
  17. Roundsounds
    Reportedly the selected fuel tank empty, the other had over an hours worth of fuel in it.
  18. Roundsounds
    I have great faith in the ability and intentions of the Chairman of the organisation, but still hearing a lot of "watch this space" regarding training of matters relating to improved safety. The organisation employed a training expert some time ago, the only thing I've seen rolled out is a repackaged version of the L1 course written a couple of years ago. If nothing else, links to selected CASA, FAA and CAA (UK+NZ) safety resources would be far better than "watch this space". Pilots can learn from others mistakes, the same mistakes are made irrespective of the registration markings (VH or numbers) affixed to the aeroplane or country they're operating in.
  19. Roundsounds
    When they were first released to the market they didn't! The reverse slots were then retrofitted and all subsequent production aircraft built with them.
  20. Roundsounds
    The people who get to fly a variety of interesting aeroplanes are the ones who find themselves in the right place at the right time. (read: hand around airports a lot!) The more types you fly, the more you realise the handling between types doesn't vary greatly, it's more about understanding the systems and operating procedures.
  21. Roundsounds
    The following are all types I have logged hours as Pilot in Command and fit into what I would consider to be interesting aeroplanes. Endorsed on: - Lockheed 10A (the original Electra!) - Beech D18S - Curtiss P40N Flown as Pilot in Command: (ie these types endorsement not required) - AT6-Harvard - CAC Wirraway - Yak 18T, 50, 52, 52TW and 55M - Sukhoi SU26 - Extra 300 - Globe Swift - Beech 17 Staggerwing - Boeing Stearman - Ryan ST3KR - Chipmunk - Pitts S1S - Breezy - Piper J3 Cub - Aeronca Champ - Cessna 170, 180, 185 - DH Tiger Moth
  22. Roundsounds
    Weight and Balance / loading systems are aircraft type specific, so the BAK will not cover all loading systems. The requirements of CASR 61.385 addresses the requirement to be familiar with an aircraft's performance, loading, operating systems and procedures. Both the pilot and their flying instructor need to be satisfied the requirements of CASR 61.385 are met. The trend for schools insisting on RPC converts completing the BAK exam seems to be a lack of understanding of the RPC conversion process.
  23. Roundsounds
    A common misconception and reflection of very poor training in a such a critical manoeuvre. You said "When all lift goes", this is not so, when a wing stalls lift decreases and drag increases.
  24. Roundsounds
    Totally agree, I teach initial slow flight/stall recovery in the context of getting too slow on a turn into final and a bounce / balloon recovery. After solo circuit consolidation do further stalls, UA recovery, incipient spin (or developed spinning if aircraft type allows). I'm sure current instructors are wary of stalling and don't teach recognition / recovery correctly. I taught my son to fly last year and recently he completed a check out on a new type. The instructor wouldn't let him stall the aircraft, as soon as the stall warning sounded the instructor insisted on him recovering.
  25. Roundsounds
    I know this sound counter intuitive, but I've had success in noisey radial engined aircraft inserting foam ear plugs into my ears before putting on the headset. They reduce the engine and background air noise, but don't seem to reduce the audio from the headsets.
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