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Happyflyer

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Everything posted by Happyflyer

  1. Happyflyer
    The report does say there was substantial damage. Maybe a good compromise would be to say crash landing?
  2. Happyflyer
    VH SZQ Power Driven Aeroplane with landing gear Single Piston engine Manufacturer: AMATEUR BUILT AIRCRAFT Model: JABIRU J430 Serial number: 313 Aircraft first registered in Australia: 17 July 2006 Year of manufacture: 2006
  3. Happyflyer
    This is the latest guidance from CASA regarding engine leak testing. https://www.casa.gov.au/sites/g/files/net351/f/AWB%2085-019.pdf
  4. Happyflyer
    Engine failure involving a Jabiru J430, VH-SZQ, 56 km WNW of Oakey Airport, Queensland on 19 November 2015. Looks like no injuries after the Jab landed on a road. Good job by the pilot. https://www.atsb.gov.au/publications/investigation_reports/2015/aair/ao-2015-138.aspx
  5. Happyflyer
    That's interesting. Do you have a reference for that? I'd like to look into that further. There is no mention of it in the CASA guidance material here: https://www.casa.gov.au/standard-page/i%E2%80%99m-ga-pilot-and-have-been-selected-casa-inspector-ramp-check-0
  6. Happyflyer
    I know plenty of GA pilots without an AVID or ASIC. They needed one intitially (why, I don't know) but plenty are not renewing.
  7. Happyflyer
    If you come from class C to class D the last C controller will hand you over, don't change code unless they tell you to. When approaching inbound reporting point in class G change from 1200 to 3000 then make inbound call. Read the ERSA and CASA guides for each class D aerodrome thoroughly beforehand.
  8. Happyflyer
    Oh yeah, this guy. He flew on for two or three hours with a low oil pressure indication and then pulled the handle over 'tiger country' when his engine finally failed. He had overflown several airfields. https://www.atsb.gov.au/publications/investigation_reports/2012/aair/ao-2012-154.aspx I wonder if he would have pushed on if he had not had a parachute?
  9. Happyflyer
    I always say to new certificate holders that they've now got a licence to learn. It's the time to fly as much as they possibly can to cement the skills they have worked so hard to acquire. I tell them if they get to the airfield and conditions are a bit dicey, try to get in with an instructor to build experience. In my experience flying once a month is not enough to keep progressing, but people may not be able to afford to do more.
  10. Happyflyer
    Some one coined a phrase for this, its 'normalization of deviance'.
  11. Happyflyer
    From what is written in the latest Sport Pilot magazine, the utility endoresment will only be able to be used by the ower of a rural property in his own plane over his own property. Unsure if you will be able to get the endoresment without this until they come out with some more info.
  12. Happyflyer
    Maybe they used something like this.
  13. Happyflyer
    One of the reasons manufacturers use unfiltered air for carb heat is in case impact ice blocks the air filter. I don't know if Jabiru use the same filter for normal and carb heat operations. Probably not a concern in Australia but could be different in US or Europe.
  14. Happyflyer
    Makes a lot of sense.
  15. Happyflyer
    If you look at your transponder and an "R" or a light comes on it means the transponder has replied to a radar paint. You can be sure you are on some ones radar when this happens.
  16. Happyflyer
    you don't need any licence to go up with an instructor to do some spinning
  17. Happyflyer
    Prior posts say people lied, I'm not sure anyone admitted it. DrZoos didn't lie. The thread isn't about lying its about CASA incompetence. A side effect of the incompetence is that some people contemplate lying. In the UK I am led to believe the doctor issues the medical not their CASA. The same in the US. CASA medical section have exceeded their authority on many occasions but there is no come back. They are a law onto themselves and you can fight them only if you have deep pockets.
  18. Happyflyer
    I don't think anyone is saying that medicals are not required, it's just that the administration of the system is deplorable. Delay and incompetence do not necessarily result in medically fit pilots.
  19. Happyflyer
    [ We told you, and we told you and we told you, you were applying for a different medical standard to RAA.You've mentioned a couple of times regretting not taking advice to lie to CASA; the ones who promote this are the ones they have to deal with, and minimise the legal fallout. You should study a notorious pilot who flew long after he was incompetent to fly; study the comments from the same industry pilots who lambasted CASA for "Knowing he was medically unfit" yet, knowing he was flying without the appropriate licence, but doing nothing to stop him. Who can blame them for just covering their bases. As far as I could see, CASA's actions in relation to the Barry Hemple incident are staggeringly incomprehensible http://www.couriermail.com.au/news/queensland/coroner-attacks-australia8217s-aviation-watchdog-saying-aerobatic-pilot-barry-hempel-should-not-have-flown/story-fnihsrf2-1226732895245 . Do you really think this incident excuses their pig headed ness in this case where a DAME and a specialist have said the pilot is fit to fly?
  20. Happyflyer
    Being thorough is one thing. Being incompetent is another. CASA are very good at the latter. What can't they understand when the DAME and specialist say he is ok?
  21. Happyflyer
    You can use your RPL CTA endorsement with any of the CASA pilot medicals (Drivers, class 2 and class 1). With the Drivers medical you can only take one passenger (with some exemptions). The only thing you can't do with the Drivers medical is aerobatics.
  22. Happyflyer
    All good points you guys make. For me, the deadly hazard for low level flight is that the consequence of one mistake (which you can recover from at height) may kill you at low level. Many, many very good pilots have died while flying at low level. Sure, training lessens the risk compared to not training, but avoiding it lessens it a whole lot more (for me anyway). Flying in balance/rudder control, bank angle, steep turns at low speed, loss of horizon etc are all things we should be practicing, and I do. However I can practice most of those things flying tailwheel and aerobatics above 3000 ft. Flight around the right sort of cloud below 3000ft is also great for co-ordination. Formation training also sharpens a lot of skills. If there is a genuine need for low flying, go for it. If you are a non professional pilot and want the skills associated with it with reduced risk, I think there are other ways where the consequences of a mistake may not be so deadly. One other thing springs to mind. Is there a restriction on taking passengers when low level? I think non pilot passengers are probably unaware of the risk and should not be taken, just as you should not have passengers (other than instructors) when practicing emergencies. Cheers.
  23. Happyflyer
    So by the same argument we should teach every one high speed driving. People are going to do it anyway so they may as well do it safely. I would have thought the hazards of low level flight are fairly obvious without having to do a course to appreciate them.
  24. Happyflyer
    Your probably right but I think I'll just stick to avoiding it. I think for me it is a case of leave it to the professionals who have to do it for a living.
  25. Happyflyer
    The Martin 'jetpack' isn't a jet. The one above is. It is very different to the Martin jetpack.
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