KRviator

Just to prove it isn't always engine failure that can kill a Jabiru, one speared off the runway and into a hangar at Goolwa today while landing. 2POB enroute to the hospital with moderate injuries. I'm actually fairly impressed he's managed to get it between that other door outrigger &the water tank though! Images courtesy of the ABC...

VH-WBL, a Jodel D.11.

I think some of the RV's - particularly the -9's will benefit from an increase in value. I'm not sure a -7 or -8 will meet the stall speed at 760Kg - they're 44.5Kts at only 635Kg according to The Mothership, whereas a -9 is 43.5Kts at 790Kg. Perhaps some of the C150/152 series?

You're right, of course, about the lack of POH data, but what that means - to me at least - is you need to operate with the data you do have. Eg, the stall speed difference between F40 & F20 is 1KIAS (48 vs 49), & the balked landing procedure is to set F20 immediately after applying full power. So why not approach at F20, ensuring you can climb if you need to? IF you're flying solo and just come back from a XC with minimum fuel, then that's the time you can use F40 and can be assured of being able to climb in the landing configuration after a go-around. Using F40, two up, on a hot day is asking for trouble - as is trying T&G's on a short or otherwise performance-limiting runway. I tried to find an old DCA-approved C150 POH in the hope it would have "Australian-ised" performance charts with F40 landing climb weight limits, without success - but the absence of that chart doesn't absolve a PIC of the requirement to be able to comply with that CAO - which has been around for yonks, IIRC. To use the example given, a low-level 180, if you'd stalled & spun in, or hit the windsock pole halfway through the turn, the PIC would have been hanged, drawn & quartered, though the ATSB would likely find the lack of the landing climb weight limit chart as being a contributing factor, it's still the PIC's head on the chopping block.

Does that not put the PIC in breach of CAO 20.7.4 for trying to land at too high a weight to satisfy the 3.2% climb gradient requirement while in the landing configuration??

Pretty sure anything that is going to be used in C/E must have a [Position] Source Integrity Level of 2 or 3. From memory, the EC devices are usually only 1.

IIRC, the 787, A380 & A350 handle TCAS RA's with the autopilot now. I'm sure I read that somewhere, but do you think I can find it now? 😛 The whole "hemispherical levels" thing has a great get out of jail free card though: ^^That bit...I went from Broken Hill to Cleve, SA via Port Pirie a few days ago, and the highest available VFR level was 8,500. At Port Pirie, I climbed up to 10,000 for the over water portion across the gulf.. That gave me the ability to return to Port Pirie, or turn 90* and make it to Whyalla, or as I lost Whyalla, continue towards the runway at Cowell, ensuring I wouldn't have to go swimming if the noise stopped. I wouldn't have had those options at 8,500, ergo, 8,500 "was not practicable"... So long as you can justify why a VFR level is "not practicable", you're fine. Which is why I don't think ADS-B will be used for that kind of thing, besides, imagine the Civil Libertarians? "It'll start with aircraft, then they'll mandate it for vehicles, and no more speed cameras, every car will report when it goes over 100km/h!", and CASA would have a tough time proving your choice wasn't practicable in a court of law, IMHO...

I know that. And if you honestly believe ASA has nation-wide radar coverage, I have this beaut bridge with a great view of the Opera House I'll sell you cheap. Here is the CASA ADS-B coverage map during the rollout of ADS-B in Australia, circa 2017. Green is ADS-B, blue is SSR. Get outside the J-Curve, Perth or the Tindal/Darwin area and there is no coverage! Which is why ASA+CASA mandated ADS-B in the NW region of WA years before the rest of the country - because they have heavy jets flying into multiple airports only 30NM apart, which absolutely zero visibility of where they are in relation to a potential conflict... This kind of coverage is precisely why ADS-B is great for those of us that fly beyond radar coverage. Not only does it show other aircraft where you are - but your missus or kids can track you to your destination using FA/FR24.

Yep, spot on. And that's the benefit of ADS-B over SSR-based traffic systems as, barring a relative few, "traditional" traffic systems used in GA required the intruder to be interrogated by SSR before generating an alert. No radar coverage? No traffic alerts.... ADS-B (and the glider version, FLARM) continuously tell the world "I am here, at X-thousand feet" - it doesn't care if anyone - or no one - is listening, it just keeps on keeping on. And, AIUI, the more advanced ADS-B systems can downlink your autopilot/FMS settings so ATC can confirm you have selected FL330 when he's cleared you to FL330. However, like the "ADS-B In" quandary of focusing on the screen, these are safety-of-flight messages and the GPS position must be accurate. That isn't a huge issue in and of itself with modern receivers, but certifying them as such is what costs lotsa $$ and why, traditionally, ADS-B has required high-end GNSS units. It's only fairly recently that the more enlightened NAA's have accepted that the likes of Dynon's GPS-2020 receiver are "good enough" and take Dynon's word of that, thus making them affordable for those of us with Dynon/AFS/G3X type systems. And let's face it, short of buying a 10(30?) year old mode-C unit, any transponder you buy these days is going to be Mode-S capable, so why not jut get a position source and be done with it? IF only for that once-a-year trip to the Birdsville races where you can have the security blanket of flight following keeping you out of trouble...

Absolute rubbish. 👎 There are very few Secondary radar's in Australia and even fewer Primary Radar's. Even ADS-B doesn't provide nation-wide coverage at GA altitudes. Hell, just today I flew from out west of Spencer Gulf, SA to the Hunter Valley (730NM) with Flight Following, at 9,500' and with a full ADS-B out setup - not a low-power EC device - around the SA/NSW border was told "Due surveillance coverage, identification terminated", and it wasn't until I was near Ivanhoe that I got "ABC, identified, verify level" and resumed flight following. You can confirm that yourself by checking the ASA ADS-B coverage maps. Nationwide radar coverage? Pull the other one... Now, FWIW, if you have a TSO'd GPS and a decent flightplan, I'm all for ADS-B, however, it will give an opportunity to ping you if you fly into a P/R area while on an evening jolly. The downside to ADS-B is, unless you have an aural traffic system, you can be drawn to the magic screen and spend more time looking for traffic on that than looking out the window. IT's a great tool, but like all tools, needs to be used appropriately.

UUhh...Airservices Australia & CASA? The AIP [ENR 1.1-51.9.1.13] says: And the CASA VFG says: If you want to argue they're wrong, fill yer boots! I'll watch....

Paraphrasing from a PPrune post: The one plane you don't want to fly in due to their engine reliability is a Jabiru...However, the one plane you DO want to fly in, should you have to crash is a Jabiru! Depends on what the school is asking though. A J160 for around $30K or so isn't a bad "first plane". I'd certainly consider one as a "commuter" should I get a new job that's a 3H drive or 1H flight away.

True - but remember, they are typically only security guards. They do not have powers of arrest beyond what you or I do, under s.100 of LEPRA, so if they do want to get belligerent, call their bluff. "Yeah, righto mate, arrest me then...No? Not going to? Then what are we doing having this discussion...? I'm going to take a piss, refuel and be on my way, TTFN." Though I've just had a thought about that whole Traffic Period thing... -2H ETA to +2 ATD, what if it's going to layover overnight? Is 0100 the next day within the Traffic Period?!? And who's to say that Qlink 1535 from Syd-Dbo flown by a Dash-8-300 really is going to fly QLink 1536 from Dbo-Syd when it could be by a Q400 that's been on the stand overnight? That's an awfully big assumption... Meh, Option 4 is always to ask forgiveness. Always easier than asking permission! 😉

"I am not required to hold an ASIC as I do not regularly fly into security controlled airports" closely followed by "As it is outside the Traffic Period defined in the Regulations, I am not required to display an ASIC" [ATSI Regulations 3.03] (The Traffic Period is -2 Hours of an RPT scheduled arrival to +2 hours from its' scheduled departure). Just because it is "Security Controlled" means diddly if there's no scheduled RPT (at all) or that day. No RPT? No ASIC.

FlightAware certainly does - but I was squawking Mode-S

Ozrunways users can be tracked at TX.ozrunways.com If you lodge a flightplan and use flight following you should be visible using MLAT to and FA/FR24 recievers nearby, with a standard Mode A/C transponder, IIRC.

Deleted. Hence the Google cache link above. And now he's been charged with murder. Wonder if there'll be any questions directed at the DAME who did his last Class 1??

Well he did fly for JetStar...And if you believe the commentary on Pprune, that's after leaving Qantas. For those looking for the "other" thread, Google currently has a cached version available HERE. No idea how long it'll stay live for.

We have the whole "Right to silence" in Oz as well - unless you are dealing with CAsA, then under some circumstances you do not have the right to silence in answering questions from their "investigators". They have powers of entry, search & seizure that Australian police officers could only dream of. Remember, you are innocent of everything until proven guilty. No need to give anyone any ammo to use against you.

So far you're the only person to bring up 103 fliers over LAX. They were two separate - and quite widely separated - points that I'd made about how aviation in Oz is being hamstrung by Government inaction. E is controlled airspace for IFR operations 'only'. For VFR you do not need a clearance. I've lost count of the number of times I've flown in E with an RAAus registered aircraft and only spoken to CTR when they've called me. You're wrong. To fly over the top of LAX Class B, you're in Class E, and so long as you have a transponder (to comply with the Mode C veil over there) you don't have to talk to anybody. To do so in Melbourne you can request clearance and it can - and usually will be denied. Beyond Victor 1 and the Brisbane Stradbroke Is routes there are no routes "through" major Class C's in Australia that don't require clearance - and both of those will require carriage of lifejackets... As an example - have a look at the Oakey Brisbane VTC and consider Oakey & Amberley PRD areas are active and unavailable for transit. Your only option to get past this area in cruising flight is a clearance through the BN Class C, or descending into D630A+B and flying below 4,500 with terrain that comes up to 3,000. Spot on but I wasn't referencing international airports but using LAX/SFO as a size comparison LAX is probably double the size of Sydney and you can fly over it without talking to anybody if you're above 10,000'. Or through the transition corridor at 3,500/4,500. However look at that image you provided. E over D in the US & E = available to RAAus/GA VFR traffic without a clearance. There's only a few places in Oz where there is E or G over D here, Camden being one & Karratha the only other I'm aware of. Every other Tower-controlled airport in Australia has A over C or C over D, requiring a clearance - no matter the traffic volume or physical airspace layout. Even Katoomba requires you to have clearance in the Sydney Class C if you want to be higher than 3,500AGL. The point being, if you're in the cruise (for example, as -DJU was up at Coffs), you shouldn't have to descend to <1000' just to get past a Class D tower because its' overlaid by Class C. You should either be able to get (not just request - there's a flamin' huge difference) clearance, or be able to go up-and-over as you can sensibly do in the US - and that's just one example of how Government in Australia is knobbling GA in this country. There's probably dozens of other examples, but lack of airspace flexibility being but one. You're right, they don't have to promote it, but neither do they have to hamstring it at every available opportunity.

IT's not just a GoPro - that was but one example. The FAA has their NORSEE policy that allows you to install items such as a G5 or Dynon D100 without an STC so long as they weren't, or didn't replace, the primary instruments or equipment. Of course, the G5/D10/G3X/SkyView are all STC'd and you can install them in hundreds of GA aircraft - but previously you could only do that in FAA-Land. In Australia you might be able to fit it after spending thousands of dollars on an EO with a CAR21M Engineer. Things they are allowed to do (still): VFR in E - straight over the top of a major international airport, no clearance required. Try that in Sydney, Melbourne or Brisbane - you can't. The Class C goes to FL180 then it's Class A. Hell you can't go over the top of a Class D tower at Tamworth or Coffs here as it's overlaid by C... They have MOA's, which for all intents and purposes would replace, most of, our R areas - except you can fly in them without a clearance, though at your own risk. Low Flying - IIRC, so long as its' not over a built up area (ie sparse, unpopulated, etc) they can go as low as they want. Whether that is smart is another story, but AIUI, it is legal. Minor Modifications - Get your A&P to file a Form 337 and you're good to go. In Oz it's an EO, thousands of dollars and you still might not get it through. No NVFR Rating in the US - it's incorporated into your PPL In Canada - They have the Owner Maintenance Certification - if you have a "basic" FW aircraft, you can apply to maintain it yourself. This includes aircraft upto and including the Grumman Tiger & 172A-H models as a size example.

@turboplanner, the thrust of one of your arguments is that Gumby-ments don't (or don't have to) promote things these days, and I would agree in Australia that's somewhat true. However, Aviation in Australia also has the exact opposite of being "promoted" with seemingly endless impediments to the simple act of committing aviation...what with the ASIC, never-ending regulatory "reform", the Australian-ising of things such that you need an EO to put a GoPro on a wing strut, whereas in the US it's a '337 (if that), Canada has 'owner-maintenance' for a range of basic GA certified aircraft right up to 172 variants, the US has Part 103 for unregistered 'ultralights'. Oh, and we have AvData too, bottom-dwelling parasites that they are. Beyond the original "Experimental" category, I struggle to think of a single thing that Government has done to assist - not necessarily promote - aviation in this Country. We still don't have SBAS/WAAS after nearly 2 decades, it took years for CAsA to allow "non-TSO'd" ADS-B GNSS position sources in Experimental/RAAus and but for the grace of god a Jabiru didn't become a hood ornament on an A320 at Ballina because they won't stump up the $$ for Class D, because, well, User Pays you know... And let's not mention the rest of the airspace abomination that is Australia. Consider that you can go straight over the top of LAX, JFK or SFO in Class E in the US yet here you're stuck low level over tiger country or coastal because you can't get a decent clearance though an unoccupied Class D! True, the Government doesn't have to promote aviation - but neither do they have to have introduced so many effin' roadblocks to it.

Having done the RAAF Combat Survival course many years ago, it taught quite a bit about various factors encountered, as well as tips and tweaks most of which I've long since forgotten, but more importantly it teaches you to be a "survivor", not just an "existor" following a prang, and that mindset did influence my wearing of the vest when I fly. Doing circuits? Not needed, but as the PLB lives in one of the pockets, it comes with me for anything outside the vicinity of the airport. And while you could probably survive until rescue - particularly on the east coast - without any of the goodies contained within, if the weather is poor and the rescue helo can't fly for a couple of days, I'll be a damn sight more comfortable if I can make shelter, or a fire, or use my torch at night. Not this one OK? Stuff you carry in your aircraft

Looks kinda like a SPOT device? Probably not a bad thing to think about for when we go 4WDing, I didn't know Big G made them, but now I do, I'll do a bit of digging and might add one to our bag of tricks for going out bush. But...(there's always a but) such a device won't meet the ELT/PLB requirements contained in the CAR's or CASR as it has to be registered with AMSA and a couple other overly officious requirements CAsA have implemented - so don't get sprung with it! 😛

I certainly do. I've had a first aid kit in every car I've owned since I brought my (second) car. Now I have one of those "rescue swags" in the car and another clipped to the baggage bulkhead. As well as the survival vest I wear whenever I am flying the RV, the logic behind the vest being, firstly, I fly in a plane I built in my back shed, and secondly, with the kind of luck I seem to have - I might not have enough time or be able to access the rescue swag, so the vest contains enough to (hopefully) stop anything serious enough for long enough for the PLB to summon help.