Roundsounds
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Everything posted by Roundsounds
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Spot on approach. I also note appropriate weather info on the reverse along with aerodrome diagrams and essential info (freq, elevation and any special procedures/cautions) I jot the various bits of info i'd normally record on a flight plan on the chart, very much a less paper cockpit. A method I've adopted having flown with a few ex RAAF trained pilots.
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Totally agree with your comments, I have an issue with how most instructors train incipient spin / spin entry. Usually it will be from a power off, wings level stall with rudder input at the point of stall. The most effective way is to simulate an uncoordinated turn. (after an appropriate briefing as to why you're doing this) the typical killer is the overshot turn onto final. Instructors stress minimum bank angles on the final turn, so blogs uses a little rudder to "help" the turn, holds off bank resulting in a skidding turn. As the result of an increase in drag the aircraft slows, gets nose heavy so blogs holds back pressure - these are the warning signs of an impending spin entry. Do this at a safe altitude, in an appropriately certified aeroplane and instructor and you will find the penny drops and the pilot will be aware of the consequences of a skidding turn. A similar exercise can be done in a climbing turn, in a Citabria, Decathlon, Cessna 150/2 aerobat, Tiger or Chippy you will lose at least 700'. The added advantage of the climbing turn is you need to close the throttle, centralise the ailerons before identifying the direction of rotation and applying appropriate rudder, followed by elevator input to start the recovery. -
Picking up a wing with rudder is one of the worst myths ever promoted! Picking up a wing prior to the stall is effected with coordinated use of aileron and rudder, at / beyond the point of stall only use sufficient rudder to prevent yaw in the direction of the dropped wing. To pick up a stalled wing with rudder is likely to result in a spin in the direction of the rudder input.
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The key is to recognise the early signs of an impending spin and take action to avoid entry. The typical unintentional spin will occur at a height where recovery cannot be made. Unless you're going to do aerobatics spin recovery training is not really of much use, however a keen awareness of what an impending spin looks/feels like and what to do to fix the situation is critical for all pilots. To develop the awareness of what an impending spin entry looks like requires actual spin entry, the instructor needs to place emphasis on this phase, not necessarily the recovery. Having said that, might as well get the trainee to do the recovery.
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spin awareness training is a must for all pilots, it's in the syllabus for both GA and RAA. How it's delivered is the variable, whether that be a discussion or actual spin recovery training. In my opinion, the best way to provide useful spin awareness training in an appropriate aircraft type by duly qualified instructor.
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Our new ( very old 1942 ) L4 Cub
Roundsounds replied to Gforce's topic in Warbirds, Vintage and Classic Aircraft
Lovely aeroplane, I assisted with some info for electrics upgrade. What are you going to do with the C65? -
What's the story behind the MARAP?
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I must be very fortunate with my CASA dealings, I let my class 1 and 2 lapse for a few years due to a couple of arthritic hips. I've had both replaced, the last in July this year, then fronted up to my DAME armed with a letter from the surgeon saying I was fit to fly. Imagine my surprise, when just short of 3 weeks following the DAME visit my class 2 medical turned up! Further to that, my son recently completed his RPC, then sent in his RPL paperwork off to CASA - his RPL arrived after 3 1/2 weeks. He already had an ARN, level 6 English and an ASIC but again, I was very surprised. These two transactions both took place early October this year. Hopefully we are seeing a turnaround!
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Anyone going?
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If you're comparing pure gliders with RAAus, you are correct. However, with a little effort an RAAus pilot could acquire a motor glider, have it placed on the GFA register and complete a conversion course. At the end of the course the pilot could operate independently from controlled airports without restriction on a GFA issued certifcate and a self certified medical - no GA RPL/PPL required. The only time a CASA medical is required for glider operations (provided you have reasonable health) is for any commercial type Op's (air experience or instructional flights).
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Both the Australian Gliding and Balloon Federations have controlled airspace privileges now, using only a self certified medical. They have never been restricted in their operations in CTA/CTR. The question should be - " why are RAAus operations restricted?"
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I'm pretty sure a review of accident stats (GA and RAA) would prove a high rate of fatalities involve low flying - often including power lines or beat ups. Why promote a flying activity (LL endorsement) which is high risk and no benefit if conducted for other than commercial purposes? No argument against dual ops as part of flight training.
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No issues in training LL skills, just questioning the need to "qualify" a person to go do it for fun.
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Where and when does an RAAus LL endorsement allow a pilot to fly at low level?
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I would strongly oppose the continuation of low level operations for anyone other than those requiring a LL endorsement. LL for pure "fun" has proven to be deadly....... repeatedly. Unless you're flying up a valley there are very few obstructions that reach 500'AGL, if they do they are usually easy to spot. For a person who uses the qualification for day to day operations (farmers etc), they remain current and often know the land like the back of their hand.
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Seems like a few people on here should review CAAP 166-1(3). Some of the content in the link provided by DrZoos is out of date, particularly the radio broadcast recommendations - way too many. CAAP166-1 provides the current view on RT at NCTL aerodromes.
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ATSB report on a fatal collision on the runway at Hoxton Park several years ago: https://www.atsb.gov.au/publications/investigation_reports/1999/aair/aair199900970.aspx
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I think there might be some information missing in this story. How long does it take to backtrack 2/3 of the way down a runway? Given the aircraft called entering the circuit, wouldn't there be sufficient time to complete the backtrack and depart? If I heard someone calling to say they were backtracking on runway xx, I wouldn't necessarily acknowledge the call, unless it was worded such that a response was required. As a side issue, I have noticed an increasing number of pilots entering and backtracking along a runway before they have completed their pre-takeoff checks, then hold on the threshold whilst they complete them - often in the lined up position!
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CAR 162 (5) says an aircraft on the ground or water must give way to an aircraft landing. If you were backtracking at say 10 knots, you were covering about 330 metres/minute, given a circuit takes about 3 minutes to complete from the beginning of downwind it must be a very long runway! Clearing the runway means you are outside of the runway strip, not just off the sealed section (ie outside the white gable markers). I find people's understanding of this is pretty poor, leagally you cannot land if another aircraft simply pulls off onto the grass but remains inside the white cones / gables. The exception being where a flight strip is designated for use by gliders, appropriately marked and stated in the ERSA or NOTAM (Temora is an example). It's situations like this that make RAA pilots look bad in to the GA fraternity. I'm not necessarily saying two light aircraft cannot safely operate by holding on the grass flight strip whilst another lands or takes off, but it's not legal.
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Liberty XL-2 Forced landing west of Camden
Roundsounds replied to Roundsounds's topic in Aircraft Incidents and Accidents
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The Telegraph has reported a light aeroplane has made a forced landing in a paddock near Camden at Brownlow Hill. Nil / minor injuries and seems to be a Liberty XL-2 VH-CZS, grapevine says control system issues.
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That method, in my opinion, is a hairy chested macho thing and has no place in aviation from a human factors perspective. Sure it's worked ok for many years, but I'd rather let the nerves settle in with me in the aeroplane than with me standing at the side of the runway. I've always given notice to the student, along the lines of "well I reckon you're getting near solo standard, how do you feel about it?" or "if you can repeat that standard next time I reckon you could go solo, what do you think?"
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Rod did an outstanding job, everyone survived and only one minor injury from memory. Rod's decision to ditch the aeroplane rather than persist with an assymetric condition which may not have had as favourable an outcome took quick thinking and decisive action.
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Like Nev says, everyone else will be using a pressure sensitive (barometric) altimeter. For VFR operations that's all you need, too many gadgets can provide too much information and become a distraction.
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Might be worth suggesting to your instructor that you'd like to start the next phase of training? (Steep turns, advanced stalling, PFL, IF etc.) I've done this many times over the years with students if there are delays to solo op's. I've noted an increase in confidence and competency with most students I've done this with.
