Carbon Canary

I was taught 500’ circuits in GA.  I was fortunate that I did my early training at an ALA so this was possible. My later training was in Class D and there would be no way you could do 500’ circuits.

Transit of weather systems across the Earths surface is influenced by the Earths rotation.

At the Equator the rotation speed is around 1,600kmh.

You may need to turbocharge the Jab.

ATSB will apparently not investigate - here we go again.

ABC has updated to also now mention it was a Jabiru

https://7news.com.au/travel/air-aviation/amateur-aircraft-crashes-near-caiguna-about-350-kilometres-from-wa-sa-border-c-9187379

Different news service (channel 7) is claiming it was a Jabiru

Cessna 206. Pilot got out with minor head scratches.

no other details at present

This may help.............

Why Do Polarized Sunglasses Make It Difficult to See LCD Screens? (allaboutvision.com)

On 15/12/2022 at 12:08 PM, RossK said:

Back to Jacks question on lenses for flying.

Can I add to the question, Polarised lenses or not? I've seen pros and cons for both.

My greyish polarising prescription sunglasses reduce glare and by doing so increase clarity substantially.  I couldn't drive or fly without them !

There are some electronic screens that become completely blank with my polarising glasses, and hence in some circumstances could be dangerous if you didn't know beforehand.

Fortunately I'm flying a steam gauge only aircraft at present.  Someday, I'll stick my head into an aircraft with a G1000 and see if its readable with polarised lenses.

"It's raining again
Oh no, my love's at an end
Oh no, it's raining again
Too bad I'm losing a friend"

.....with apologies to Supertramp, 1982.

Fine and sunny in the coathanger city, but much colder than it should be. 

Around 20 - 23C all week.  Still having to wear a coat at night. 

Don't forget the groundwork prep expectations.

Fuel calcs, weather assessment, flight plan (if cross country) W&B, etc.

So much power from those big radials it pulled the wings forward ! 

https://www.optometry.org.au/practice-professional-support/casa/
 

CASA has Designated Opthalmologists.  I suggest starting there.

Are there any round hangars with rotating floors in Australia ?

I haven’t seen any here but there are plenty in Europe.
Great way to virtually eliminate hangar rash in a shared hangar.  I imagine the $$ to build would be substantially higher though.

Yes Ross, you are absolutely right.

Dick Smith penned an open letter to John Anderson a few years ago and spelled out that denied access to controlled airspace was a likely precursor to at least 2 fatalities west of Coffs. 

I did my PPL to RPC conversion test at the start of this year.  It consisted of a short cross country with a touch 'n' go at an away airfield, a couple of diversions and then back home.  On climb-out from the touch 'n' go Bris Centre called me up to advise of a potential conflict which fortunately I was already aware of. The only surprise was the electric flaps were 'failed' on downwind requiring a flapless landing.  All a/c handling stuff had been done on previous flights.

Just circling back plus crossing threads a little here……

if there is a mid-air prang in Class C airspace or Class D for that matter, the pilot(s) are still ultimately ‘at fault’. Any aids in the cockpit to improve separation can only assist in addition to ATC instructions as long as the aid doesn’t overly distract.

But the challenge is if your nearest two airports are Class D you don’t have a choice other than to travel 90 mins to a non controlled. However, eventually the medical requirement for PPLs may be lessened…… but that’s been war & peace for years.

Below is Australian Flying’s update on CASAs work plan :
 

Although it was a part of the original workplan, yesterday's update contains no reference to CASR Part 67, which is being amended to permit PPLs to fly without the need for a medical examination. A CASA Technical Working Group (TWG) recommended the changes to Part 67 in September this year, and CASA is believed to be in the process of amending the regulations.

Nev,

......and the read back is in English and follows strict requirement protocols.  It is the comprehension of the ATC instruction that is important, and that could be down to the individual student either local or overseas and the flying school instructor's confidence to let them loose in the circuit.   If the student happens to be conversing in their 2nd or 3rd language, that would add to the student's challenge and I get your point.  

At that time there were a lot of overseas students, but I didn't ask, and it doesn't matter.  All students were being trained through a local school.

The ADS-B requirement in NZ is interesting and I must admit I am semi expecting to be a requirement here in Oz when the approval eventually comes through.  The odd thing here though is that ADS-B is currently ignored by ATC - they only rely on transponder returns in CTA.  

To me there are three very basic fundamentals to it.  The aircraft should be fitted with an appropriate conspicuity device (namely a transponder), the pilot should know how to use the conspicuity device and additionally the pilot must know and understand the correct radio communication and phraseology.  Thats it.

Talking with an AT controller at Bankstown a while back, I asked how he coped with the vast number of students.  He stated the biggest challenge was ensuring they actually did what they were told.  That is, they would be given an instruction that they would read back verbatim, but then they would do something completely different !

"Some initiatives have not tracked as initially anticipated as work has identified new dependencies and issues that require proposals to be re-sequenced and rescoped"

I'm hoping Class C&D access may happen by 2025 

On page 1 of this thread I mentioned I had ordered avionics for traffic.

Here is the blurb from the manufacturer :

AIR Traffic transmits and receives FLARM® data. Additionally, AIR Traffic receives ADS-B and Mode-S traffic data (It is only capable of computing the horizontal and vertical range of Mode-S traffic. The direction of Mode-S targets is not detected). 

I won’t get to test the gear for at least 12 months so I’m hoping I made the right decision. The unit will be connected to a Kanardia Nesis iii display.