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aro

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Everything posted by aro

  1. aro
    So exactly which words in ENR 1.4 section 5 spell it out in black and white? I can't see anything in there. "will receive a service equivalent to that of Class C" does not mean it is class C."Will receive a service equivalent to that of" does not mean "is". In fact, it pretty much confirms "is not", otherwise it would not need to be specified.
  2. aro
    Sure, but CASA wants to see evidence that the passenger weighs 80 kg not 90 or 100, and that you determined that before flight.
  3. aro
    Probably CAA 9 (1) (f) conducting comprehensive aviation industry surveillance... 9 (3)(ba) enforcing the requirements of this Act... 13 (1) In addition to any other powers conferred on it by this Act, CASA has, subject to this Act, power to do all things necessary or convenient to be done for or in connection with the performance of its functions. That one seems pretty broad, I assume that lawyers would read it to be somewhat less sweeping than it seems
  4. aro
    CASAs ramp check guidance sheet says: The inspector will check: ... Evidence of pilot and passenger weights (standard weights should not be used in aircraft with fewer than 7 seats) The guidance sheet quotes CAO 20.16.1 however on a quick look that doesn't support the guidance sheet. Which is my main beef with ramp checks - the CASA list of what is required seems to be far greater than what is in the actual regulations.
  5. aro
    I'm not denying the importance of W&B - although I would agree that W&B training in RAA is poor to nonexistent. If they are ramp checked, have they legally calculated W&B if actual passenger weight must be used? Many people e.g. flying a C172 would have done a generic W&B and know that with one passenger of any reasonable weight, they will be within W&B limits. However, is it legal to fly without determining the actual weight of the passenger? Can CASA ask to see a W&B calculation using actual weights, or are you safe saying "Well we're obviously NOT overweight".
  6. aro
    I don't want to be a participant, just a spectator. If merely arriving makes me a participant, I will pass. That is probably true, there is a lot of truth in the joke that the regulations are written in a way that means every flight is breaking some rule. For example, for aircraft our size we are required to use ACTUAL passenger weights for weight and balance. How do you get ACTUAL weight without weighing your passenger? Do you weigh every passenger? Or at least ask them their actual weight?
  7. aro
    I've been to quite a few motor sports events, and never had my car checked. They only check cars participating in the actual event, not spectators. On the other hand, a well recognized police tactic if they want to shut an event down is to set up and do license and registration checks of everyone attending. Do that a couple of times and people stop coming. I drive a new car and have no problem with my license etc., but if I knew that license checks were being done at an event I would just say screw it, I have better things to do.
  8. aro
    That's not true, Class E is controlled airspace - clearance is required for IFR. VFR aircraft do not require a clearance, but it is still considered controlled airspace. CAO 95.55: (d) the aeroplane must only be flown in: (i) Class G airspace; or (ii) Class E airspace in V.M.C.; or (iii) in accordance with paragraph 7.3 — in Class A, B, C or D airspace; It refers specifically to classes of airspace, not "controlled airspace". So if a restricted area is still class G, it appears that it is allowed.
  9. aro
    But MIL CTR is different to a restricted area. East Sale, Amberley MIL CTRs are explicitly labelled Class C on the charts. Restricted areas don't appear to change the class of airspace, they are just "restricted".
  10. aro
    Correct. The restrictions on what is allowed in RAA come from the conditions in CAO 95.55 and the RAA ops manual. If neither mention restricted areas, it appears that the rules for RAA would be the same as for GA.
  11. aro
    Right, however violations of the law might not be prosecuted (or might even be condoned) and if you violate policy CASA can take action that would very much feel like a prosecution, even if it might not stand up to strict scrutiny of the legislation.
  12. aro
    It looks like CASA policy is that it is not allowed, however someone accidentally removed the rule forbidding it in 2011. The project 12/43 document was intended to change it back, but that doesn't seem to have happened yet. So technically it looks like it is allowed, but probably no-one will tell you that because it is against stated CASA policy (and probably against RAA policy). Yet another example where the actual rules are ignored in favor of "policy" based on what people reckon the rules SHOULD say. This is why interpreting aviation legislation is so hard - because there are so many areas where it is ignored in the real world.
  13. aro
    Not everyone wants their airfield noted on charts. I know someone who had testing officers using their strip without permission for precautionary searches/forced landings during license tests, and annoying their neighbors. It wouldn't be uncommon to have a private strip where you might invite a group of friends, club etc. in once or twice a year, but you don't want its presence to be generally known.
  14. aro
    Are they inserted by the engine assembler? I assumed they were inserted during conrod manufacture and supplied as a finished conrod assembly to the engine builders.
  15. aro
    And Amateur Built aircraft which are VH registered.
  16. aro
    Do you stick the hose in the jerry can to pump out the fuel? Not all hoses are rated to be immersed in fuel. The manufacturers generally expect the fuel to be on the inside. You probably want submersible fuel hose, which is designed to have fuel on the outside.
  17. aro
    The geometry of the satellite system means that GPS altitude measurement is much less reliable than the horizontal position.
  18. aro
    Induced drag is the cost of staying in the air, and induced drag is directly related to wingspan. A lifting body is high induced drag, so will always be at a disadvantage to longer span conventional designs when it comes to endurance.
  19. aro
    Conserving energy i.e. minimizing drag will be a key requirement for electric aircraft, so I would expect them to be more like gliders with high aspect ratio etc. Look to current motor gliders to get a better idea what an electric aircraft might look like.
  20. aro
    I'm sure he does Per hour? By number of registrations? By total number of crashes?
  21. aro
    Maybe he meant T tail?
  22. aro
    Funny you should say that... Up until recently (a few years ago) the rules were that if a discrete frequency hadn't been assigned, you should use 126.7. Then someone at CASA decided they knew better and things should be how they used to be 10? 20? years ago and issued a CAAP saying that people should be using Area. Various people pointed out that the CAAP contradicted what the rules in AIP actually said. Eventually after a bit of argument about marked/unmarked strips, CASA got the rules changed in AIP to match the CAAP. THEN they issued a discussion paper asking for feedback...
  23. aro
    Plenty of people flying into unmarked strips, I guess they are all on 126.7 or not making calls.
  24. aro
    Fuel use rate is probably a good approximation of the amount of power and heat being generated. I would wager that you would have trouble using fuel at the Jabiru rate for a sustained period on the bike. Airflow on the bike is probably better than you think. People worry a lot more about cooling drag in aircraft, so low speed cooling (especially on the ground) may be marginal.
  25. aro
    I've been to the US a few times recently, and so far have never had luggage lost. On the other hand, the TSA have opened my luggage every time - maybe they are better at putting it on the correct flight than the regular baggage handlers?
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