FlyingVizsla

The question Andrew is asking is - "Can I get a 2 stroke endorsement without flying one?"

Any knowledgeable flying instructors got an answer?

I got that as an email about 5 years ago supposedly from a guy who works at an oil refinery in California. The savings in temperature contraction would be infinitesimal against the idea of buying at the coldest hour - and besides that, it is sitting fairly well insulated in massive tanks. Oh well, nice thought.

Sue

Great to hear he is moving again - he spent 20 days stuck with Monsoonal weather. Kind of hope he gets delayed again, so we can be home from hols to go out to greet him when he lands at Barcaldine Qld. Otherwise we will miss seeing him. What courage & perseverance!

Sue

Just to throw it out there too, CASA dont set a BAK exam...

In this case it looks like they have strayed from the CASA syllabus into school policy. Can they do this? Strictly - No, but maybe Yes. It would be an issue if they marked the CASA answer wrong and the school answer right.

Fuel testing, maintenance releases are all problems for schools where lots of people fly the aircraft each day. The MR gets signed off at the beginning of the day and the figures are put in at the end of the day (well, usually next morning before first flight). Fuel gets checked before the first flight, but you may not know if you were the first or if it was refuelled etc, so schools usually get you to check fuel before each flight - and it is a good habit to instill in students.

Sue

 

 

I quoted that piece of law in my original post. I'm trying to say that there's no option there to answer the question "legally correct" basically the question is referring to the schools policy, which should not be allowed in a BAK exam?

 

 

 

-Andrew

I am assuming (in the question) the "nameless owned" was something like "Jandakot Flying Club owned" in the original, and this has made you think it is refering to the policy of a school and not CASA legislation. Am I on the right track or is there something else here? I just hope I am being of some assistance.

Don't worry about giving away answers to prospective BAK exam people - these are computer generated selections from a lot of prepared questions so the next guy will get a different assortment. There are also practice exams you can get. At the end of the day CASA want you to know what your responsibilities are.

Sue

Another note - on these exams they sometimes put spurious information in to see if you can cut to the real issue. Lawyers are trained to do this, and it can be a little daunting to us mere mortals, but you have to look at things dispassionately, pare away the extraneous, spit out the pips and examine the flesh.

A question may ask "You will be flying a Cessna 152 owned by the Ettamogah Pub Flying Club on a wet Sunday in May. How often should you check the fuel?" They are asking how often to check the fuel on a light GA aircraft (ie subject to CAO 20.2, 5.1 (a)). You could argue that being wet you would check it more often, but that is airmanship (common sense & being safety conscious) but not required by this law. The answer they want is what the LAW says. After years at Uni I have learned to Always give the Examiner What He Wants. Regardless of what you think.

Sue

Andrew,

The question on the BAK exam refers to this piece of law:-

Civil Aviation Order 20.2 Air service operations — safety precautions before flight

5. Fuel system inspection

5.1 (a) (ii) .. before the start of each day’s flying, and after

each refuelling, with the aircraft standing on a reasonably level

surface, drain a small quantity of fuel from each fuel tank into a clear

transparent container and check by an approved method for the

presence of water;

Hope this helps

Sue

Andrew,

I'm sorry no one has properly answered your question. The instruction your school gives you - " TO STUDENTS: The legal requirement is to drain fuel after every refuel and before the first flight of the day." (big bold letters are mine) is simply telling you what the CASA law requires.

The exam questions asks you what CASA requires. The BAK exam is not asking you about what your school says - after all there might be a school out there that says check the fuel on Tuesdays only, but that does not make it right by CASA regulations (which override school instructions). Your confusion is because you have seen this requirement in the school literature but not in the CASA legislation.

I will have to look for chapter & verse in the CASA legislation and post it here.

Sue

Why did you remove the spads?

Mine operated as a floatpane, never had issues except for overheating which was overcome by moving the oil cooler, apart from that she was a beauty.

Husband decided not to install the flaps or the spades - he says he didn't need the spades as he was 100kg and strong enough to work the ailerons. We are presently in the hangar moving the oil cooler - where did you move yours to?

David

Empty weight is 293kg, tandem seating, 65 litre fuel in wings. Still trying to work out fuel consumption in cruise - last trip was about 12 litres an hour. Round steel leg under carriage, 172 main wheel tyres (6x6"), room for 6'8" pilot in the front and 6'2" in the rear seat (but now modified for 4'7" back seat driver & navigator). Flies like a beauty and very easy to land.

Sue

FP,

The better half is particularly interested in Diesel engines. He tinkers with everything, and I don't think there is an engine invented that he won't think about improving. He is presently rearranging the oil cooler on the Rotax. He spent about 2 years tracking down a tiny vibration.

He is very much in love with the RANS S7 Courier and wouldn't change a thing (well - probably his decision to use the blue tubing supplied - we had to replace all of that as it prematurely perished). In saying that, he did do some minor modifications for safety and usability, like moving the rudders etc so I could fly it (I am very short).

Have not heard how the Gemini 100 engine is going, last we heard it was due in production in April 2011 (2 months ago).

Would you care to share some photos of your RANS?

Sue

Started work delivering papers at 8yrs and worked in a cafe after school and with my electrician father on weekends & hols. Left school at 16 once I got a job in an office (after saying I would never work in one!), studied at night, saved and funded the next 3 years at Uni, worked full time and did a cleaning job after work and continued to study another degree part time by correspondence (this continued to the present) - so Theol, IT, Commerce, Engineering. Worked cleaning, catering, mail contract, teachers aid, Forestry, Aboriginal community, Lands, health, accounting, education, with road construction & water entertaining me for the last 12 years. I must be slowing up - I fitted all that in and still found time for flying. Now it's rare.

Sue

Its a different world up above 10,000 - ATC control the flight levels and TAATS displays them on screen. A pilot can request to move - and shouldn't without ATC approval (unless there's an immediate safety issue). Once there it is up to ATC to move them again. That's what all their training and procedures are about.

Sue

I haven't been as interested in air traffic control at Flight Levels for some time, so a lot may have changed, so I hope someone with more knowlege will step in and correct my errors. The altitudes we use (odd thousand + 500 etc) apply below 10,000 feet. Above that are the Flight Levels (FL 370 = 37,000ft) where altitutde is assigned by air traffic controllers. When passing through 10,000 they set the QNH to mean sea level, so everyone is at the same height regardless of the local QNH. They do use standard assignments, however pilots can request (but don't always get) another level. They do this to avoid things - usually adverse winds which gives them better times and fuel economy. Getting cleared to a non standard level is rare but not unusual and it is passed as an alert to the next controller. TAATS has all the bells and whistles to calculate any conflicts and warn the controller of potental break down in separation well before it becomes desperate. No idea why it was left to the pilots to take evasive action, except that the controller didn't handle the warnings well enough.

Sue

Tony make a distinction between exceptional pilots who push the envelope but do it 'safely'. The Rogue is dangerous. One example he examined concerned a pilot who continually flouted the technical & aeronatical limitations, but was allowed to get away with it, indeed was promoted to a check & training and standards position. Other senior pilots were so concerned about his behaviour that they would not allow their staff on his crew. Management ignored video evidence and numerous reports about breaches. At the airshow briefing his flights were restricted to bank <45 deg, pitch <25 deg, (which exceeded regulations) which he repeatedly ignored during practice with senior staff on board and monitoring on the ground. His commander then limited him to <65 bank & <45 pitch which was outside grossly outside limits, but in their mind he was "Mr Airshow". He crashed killing all on board. Tony's contention is that these Rogues begin with progressive deviations towards undisciplined behaviour and these can be, should be, nipped in the bud. To allow the behaviour to flourish is to encourage others to emulate it, with disaterous results. He points out there was a time when aviation needed Rogues, people who would push the bounds with no regard for their own life - that was in the early years, when a pilot pushed his luck and flew the first all nighter in foul weather to show that the mail could go coast to coast in a day. Once it was done the industry then set about working out how to do it safely. These are extreme examples. He also mentions the one act Rogue, the failing pilot, the over inflated ego.

It's one of those books you read and recognise the behaviours of people you knew. Although its major focus is aviation, you will quickly see it is applicable to other industries. Where ever there are people, risk and regulation.

Sue

I have nearly finished re-reading Tony Kern's book Darker Shades of Blue - The Rogue Pilot and can't help thinking there may be an element of the Rogue in this incident. The Rogue believes that he is a superior pilot and the system was designed for lesser persons, therefore he flouts the regulations. He is also socially adept and works the politics with his superiors extremely well so they condone and encourage his indiscretions. Those in authority laud his rule breaking and reckless behaviour, lesser mortals try to emulate it and usually end up worse off, the Rogue usually writes himself off in a finis-flight and the public tut-tuts about unsafe aviation and we end up with more regulation. Tony offers up a number of airshow "disasters" as examples of the Rogue. Fascinating human factors stuff that make the RAAus HF look so boring. I intend to re-read his other book "Redefining Airmanship".

I saw the footage on the ABC TV news where the presenter rambled on about mechanical problems, smoke coming out of the engine, lost control, plummeted to the ground etc - I am guessing the script writer had never seen an aerobatics display before.

Sue

Come on Don, don't you start using an otiose superabundance of pollysylabic vocables as well. (not sure if my spellings are correct but somebody will put me right)

in CASA parlance

1. Communications shall be, not withstanding sec 5© English Proficiency minima, be,

(a) conducted in a manner applicable to promote non-specificity and obtuseness, and,

(b) high level of profusity, and,

© expressed in multisegmentional resonance.

In plain English

lots of useless long sounds.

Love it Sue

4 Generations - we could have done it if husband's father (died 2002) had converted from GA to AUF, and the sons had learnt to fly when his parents bought a plane and paid for his training, and if the oldest grand child followed. (Sorry, applications for adoption into his family are closed!!!)

I wonder if the old addage about one generation works for it, the next builds it and the third squanders it, holds true in aviation? Various versions of this addage are related in business management - particularly family owned ventures.

Sue

Our magazines arrived today - one with an Australia Post sticker "Qld Residue" so I guess we were on the top of a pile of non Capital City deliveries. 16th June - a week later and it could be called July. My first impressions were that it appeared "busy" a bit cluttered and a little confused - the headings with different fonts and colours and angled photos did contribute to that. Bear in mind that my usual reading is technical where getting to the point and then detailing research with little fanfare and few enticements to read are the norm. I accept that some readers and casual newsstand purchasers would need some pazzow to induce them to indulge.

At first glance the content appears to appeal to a wide audience - age range & gender of pilots & people featured, subject matter (engines, photography, test drive, techniques) and the "usual" RAA columns. The CEO's page is understandable (perhaps edited for clarity?) as I found some of his allusions a little difficult to understand in previous editions. I am glad the test fly wasn't simply a "medial release" and I appreciated the (brief) look at Jaspers Brush which we have been discussing on another thread. The effort to find something that appeals and such a wide range of readers is a credit to the editorial staff.

My additional suggestions for improvement (well, improvement in my eyes) would be to:-

• put the defects / incidents in smaller point size (as Flight Safety do) so as not to make a feature of them for the public (don't frighten them off!)
   
   
  
• Members' Market - get the aspect ratio of photographs more towards the 'norm' so they don't appear oddly cropped, may be altering column width?
   
   
  
• Improving the photographs of our leaders - a more relaxed, happy image with open body language rather than the "glowering down at you" stance. I look at the pictures and ask myself would I feel comfortable approaching this person. We say Recreational - its about having fun, and inviting the reader in
   
   
  
• A little more "news" would be good - the note about "why did Piper pull out" was interesting.
   
   
  

On-line version - I am a subscriber to several tomes that have decided to go partly or wholly on-line. I rarely or never read my on-line journals - not because I don't like the internet, but simply because some don't remind me they are available, or I really don't have that much interest as I was a member for other reasons. A print version I will pick up and flip through and read more, than an on-line version, which I approach with the "google search" mentality. I prefer those publications that have a teaser which then opens up the full article in an easily readable font with higher resolution photos, devoid of the fancy formatting - I want the content not the inducements to read.

I had a look at the newsagent's display - ours is a small combined newsagent and Aust Post agency, so space is tight. The first 5-10cm of the top corner is all you see and it didn't stand out. They only stock one to three copies of aviation magazines, but their range is wide - 18 titles.

On the whole - Well Done! Now to give it a thorough read.

Sue

I had to vote for one generation - My father flew GA (pre-AUF days so he doesn't count), my husband's father flew a Gypsy Moth (pre AUF and also doesn't count). Both of us fly & are members of AUF/RAAus. I have no children, but his first wife bought a Lightwing in the hope their boys would take it up, but they never did and are now too heavy. The grand daughters don't seem interested, however he is leaving all our planes to the two boys - so there will be a big hangar sale shortly after.

Sue

Still waiting for our magazines to arrive .... In the meantime I have signed up with EAA to get their rag.

Sue

Just found his blog - his site is http://www.soloflightglobal.com/

The blog is a fantastic read - and Yes, it was weather.

This guy has courage - he's a paraplegic flying a Quik. Avgas shortages, grafting locals, atrocious weather, paperwork, getting thrown into taxis, it makes you so thankful its not you. I see he will be landing at a few places in Aust - If I can I hope to be able to see him land (and take off) when he gets nearer our place.

Sue

He probably made it back to Thandwe airport and turned off the unit - let's hope. His track looks like 2 attempts to proceed with 2 returns - maybe turning back due to weather? It looks like real tiger country he was flying over. Ridges from 200m to 800m thick vegetation. Does he have a blog?

Sue

Another issue I came across when looking after Rolleston & Springsure strips in Qld was Native Title. When the airstrip was extended it required a slight alteration to the nearby road reserve. That gave rise to Native Title issues over the whole strip. I had to go back as far as I could to get documented proof of a substantial alteration of the landscape. At first the only proof was an account for grading some decades after the strip was established. So it would be prudent to collect as much dated data as you can, interviews, photos, invoices etc against the day you will be called to account. I was also required to get cultural custodians of the various tribes (at that time the area was not under claim) to walk the land and advise on any cultural signifigance. This varied from not bothering to visit as he knew there was no activity there, to a zealous collection of broken stones in dozer tracks and sticks that looked scuffed, to the guy who took a deep breath and declared he could feel the spirits. In the end it was determined there was no cultural heritage that would stop the airstrip being used for its primary purpose.

Sue

I don't think the nitty gritty should be discussed here. It will only open a can of worms for people to apply their various opinions, sensibilities, my CFI said, folk lore, ethics, iritation levels, and other yardsticks. In this instance - the fine details should be left with the observer, perpetrator, the authorities (if reported) and any other person who has control eg CFI / employer.

Start a new thread on Good/Bad Airmanship and discuss what is is/not acceptable on there. This will do more for safety than dredging through this issue now, especially as the reporter is now identified. Sue

Longreach will be hosting a number of events - outlined in the attached flyer.

There will be a charity dinner at the Qantas Museum, Guest Speaker Jon Johanson – (world record holder) auction, greet the Wings of Life flyers on their journey around Aust, buy swap & sell, SAAA maintenance course and more. Well worth the journey.

Sue

LONGREACH FLY-IN INVITATION.pdf

LONGREACH FLY-IN INVITATION.pdf

LONGREACH FLY-IN INVITATION.pdf