djpacro

8 hours ago, skippydiesel said:

Not as I understand it (from Forum commentary). It would seem that a pilot, without an ASIC, accessing Security Controlled Airport,  can make arrangements to be escorted to/from his aircraft by an ASIC holder.

What people do, or get away with, and the rules are two different things. Being inside an aircraft on the ground does not remove the requirement for an ASIC. 

The system has nil provision for anyone, without an ASIC, who has a need to go to a security-controlled airport once or twice a year.

An AVID is only relevant to a Part 61 licence holder who never needs to go to a security-controlled airport due to the requirement for a licence holder to undergo a security check.

On 24/01/2025 at 2:27 PM, Geoff_H said:

But when you hit 75 the rules even for class 5 change.  Is the stress test etc mandatory then, even without prior problems? It is with a class 2

No special tests required, in general, for a Class 2, regardless of age. 

https://www.aviation.govt.nz/assets/publications/gaps/caa-gap-weight-and-balance-october-2023-web.pdf

A bit more comprehensive from the USA: https://www.faa.gov/sites/faa.gov/files/2023-09/Weight_Balance_Handbook.pdf

CASA here still has this obsolete document as the current advice: https://www.casa.gov.au/sites/default/files/2021-09/weight_control.pdf 50 years old and some things have changed with the way CASA requires us to deal with the subject.

Private pilots may be paid for some flying activities. Some commercial activities may be undertaken on a Class 2 medical. If you can't work it out by spending many hours looking through the regulations then I suggest that you ask CASA - they respond well to questions like this from a form on their website.

Contact us | Civil Aviation Safety Authority

My Graduate Aerobatic Scholarship is also open to applications until 18th January.

Graduate Aerobatic Scholarship | Ozaeros

21 hours ago, onetrack said:

.... I'm surprised that Lorraine MacGillivray would make a statement that seems to indicate that young people and total inexperience are the major reason for aircraft crashes, and seems to indicate this is leading to an increase in crashes. ...

Doesn't indicate that to me. May be because she knew some of the young people killed recently. Maybe because I have read statements she has made in total rather than edited by a journalist. And I am familiar with the business she is promoting.

RAA is developing their training program further as are some GA flight schools.

The CASA Part 61 MOS is quite sensible but it is not a syllabus. I was recently disappointed to hear of one flight school where most of their instructors admitted to ignoring most of the Part 61 MOS elements about stall training - teaching to pass a test rather than teach to demonstrate competency per the MOS. Seems to me a direct correlation between the typical flight training syllabus and the single biggest cause of fatal GA accidents.

51 minutes ago, 440032 said:

 They've changed it - deleted that bit. Who knows why they do what they do.

I guess there are more like us who ask CASA the meaning of stuff. Yes, the first draft was worse, it required all aircraft to have strobes or beacons.

23 hours ago, 440032 said:

Assuming day VFR .... 

26.24 Nav lights. Aircraft operating in poor visibility must be fitted. 

Good, however I don't see that bit about poor visibility in the current MOS?

My instructor taught me to taxi on the right of a runway in the event that it is suddenly used by an aircraft in an emergency. I now teach the same to other instructors.

I once observed a Mooney taxiing along the centreline of a very wide runway. An aircraft was approaching it from behind after an engine failure. Just in the wrong place. Not enough space to land either side of the Mooney so he tried to stretch the glide. Stalled and came down very hard just ahead of the Mooney, fortunately walked away from it. Aircraft severely damaged. If only the Mooney had been taxiing on the right the other aircraft would've safely landed beside it.

At the same airfield I have encountered (several times) other aircraft taxiing towards me on a runway and deciding to keep to their left. Arguing with me on the radio telling me I should keep to the left rather than to the right. I wonder what they were told about the rules of taxiing.

Incidentally, Part 61 has a number of dangerous elements in the standards.

As for airmanship - many instructors don't bother to read the often-excellent advice by CASA in advisory circulars. I try to teach them this extra stuff too.

44 minutes ago, Moneybox said:

I hate the way our laws have been brutalised so that somebody has to always be liable for things that go wrong. We all know he made a mistake and followed it up with some bad decisions but he's hardly likely to go out and repeat it.

Not the first time so it will be repeated. People must be accountable for their actions, especially where they have endangered others.

"The Civil Aviation Safety Authority has since filed a lawsuit against Mr Pullen in the Federal Court, arising from the incident at Bathurst on October 13, 2024, as well as previous incidents involving the pilot. It’s understood the court action is seeking more time for CASA to investigate “serious, wilful or repeated disregard of the aviation rules”."

It seems that CASA has impounded his aircraft too, so we'll see if his friends' claims that there was no damage to the aircraft, only bits of paint were seen flying off in the videos, are true.

On 30/11/2024 at 7:56 AM, djpacro said:

I have a Super Decathlon at Moorabbin. ....

I'm sorry I mentioned it.

11 hours ago, peterg said:

... djpacro on this forum is a TW instructor - PM him

 

I have a Super Decathlon at Moorabbin. As does Learn To Fly Melbourne | Aviation School | Flight Training More expensive than Tocumwal and other places.

Peninsula Aero Club is a bit cheaper with a Standard Decathlon.

Eddie at Tocumwal http://www.sportaviation.com.au/power_flight/index.php

14 hours ago, KING said:

.... Power on stalls in the climb can lead to violent wing drops and therefore [bearing in mind many RAA training types aren't spin rated] it seems it is impossible to do anything but thoroughly brief around scenarios that might lead to stalls in the climb ...

As CASA recommends, flight schools should choose appropriate types for stall training & spin prevention training. Seems to me that many do not and skip many of the required stall exercises. Some types are prohibited from doing accelerated stalls (for a reason).

Quote

For what it's worth my advice to new pilots is to go and do an unusual attitudes/upset recovery course after initial training with an instructor who specialises in that. An FI with limited experience in these matters is more likely to cause problems than solve them IMHO.

I disagree. The buzzword these days is UPRT, Upset Prevention and Recovery Training with the emphasis on Prevention. Some schools have just rebadged their UA courses as UPRT so little or no Prevention training.

13 hours ago, aro said:

I went back through ATSB accident reports and looked at fatal accidents involving stall/spin/loss of control etc. An awful lot of them happened to people with aerobatic endorsements/qualifications. You can't be sure without knowing what percentage of pilots have aerobatic endorsements, but the impression I got was that pilots with aerobatic endorsements were more likely to crash due to loss of control.

Like the experienced Pitts instructor killed with a student in Cessna 150 spin training who, according to the ATSB report, did not know the correct technique for the 150. Perhaps a separate discussion. Aerobatic training is not UPRT, it doesn't help much with avoiding LOC-I accidents.

Quote

The pilot in this case was an instructor and reportedly had done an aerobatics endorsement in a Pitts.

So, he would've known how to recover from a spin in a Pitts. I do spin endorsements for instructor trainees then emphasise that the technique I taught them only applies to the type that we did the training in, and they should read the POH for the type they will be instructing in. Then one needs enough height to recover hence the focus on prevention in UPRT.

32 minutes ago, Love to fly said:

WAG?

I am not referring to you. It is an engineering term

https://www.businessballs.com/glossaries-and-terminology/acronyms-finder/

https://en.wikipedia.org/wiki/Scientific_wild-ass_guess 

58 minutes ago, kgwilson said:

Practice it at high altitude till you know exactly what the symptoms are, like buffeting etc and know the airspeed. 

Yes, but it must not be the usual practice stalls from straight and level with power off. CASA's Part 61 MOS has a broader suite of stall exercises. The FAA has some important additional ones. I fly with many instructors and instructor trainees - too many cannot tell me the correct method to recover from those, as if they didn't do them in their flight training at all. They were trained to pass the test, not trained for competency required in the elements specified in the MOS.

CASA AC 61-16 https://www.casa.gov.au/spin-avoidance-and-stall-recovery-training has good advice such as:

"Spin avoidance training where a wing may drop at the stall is best achieved through the following scenario based flight situations: − Approach configuration descending turns (base to final turn) − Go-around from approach configuration (significant change in trim state) − Climbing turns in departure configuration (trim changes, flap retraction and turns) − Engine failure after take-off (potential out of trim condition) − Slow flying o Turns o Distractions"

I rarely encounter anyone who has practiced a stall in a climbing turn or a go-around and it shows by their dangerous WAG at the recovery actions.

Most instructors get a surprise when I demo an inadvertent stall/spin with little or none of the usual stall warning symptoms that they are teaching.

58 minutes ago, kgwilson said:

Have plenty of airspeed during approach especially in turns & even more especially in the turn on to final. 1.3 is the bare minimum.

I always advise my trainees to maintain the usual speed on base all throughout the turn so as not to be in the habit of pulling back and increasing the AoA in that turn.

3 hours ago, KING said:

Rule of thumb for a decent approach speed: Stall 35mph * 1.3 = 45.5mph vref + 50% steady state wind value + 50% gust value,

 

So on an example 10G15kn day approach would be 45.5mph + [5kn]5.75mph + [2.5kn]2.9mph = 54.15mph or 47.05kn - so 50kn seems ok on an average day....

You need to redo your calculations using CAS. In the absence of info published for that aircraft I suggest you use my estimated stall speed flaps up of 58 kts CAS. 
 

If you are flying it then do the conversion back to IAS, the number you see on the ASI, for your approach speed. If you are comparing it with GS data then continue to use CAS/TAS.

1 hour ago, Geoff_H said:

Maybe the name BFR should be changed to BFT (Biannual Flight Test) or BFE Biannual Flight Exam).  

It hasn't been called BFR for many years.

CASA's Plain English Guide describes flight reviews on the same page as proficiency checks.

"The purpose of a flight review and a proficiency check is to assess your flying skills and operational knowledge."

When I do a PC to renew my instructor rating it is definitely a test.

"Like a flight review, a proficiency check assesses your competency to the standards specified by CASA."

Perhaps you should look for a grumpy old flight instructor who simply follows the CASA CAAP with no regard for the current regs.

(To note that the Part 61 regs do not apply to RAA.)

4 hours ago, Geoff_H said:

I have the same issue with a PPL BFR.  I have not flown without a gps since 2000.  My flight calculator that I used in the 1980/1990s is lost.  I bought a circular calculator, I am 77 and it is a chore to learn.  I even said that I only want to fly locally with friends and family.   No they are demanding a flight navigation without GPS.  I ha e now walked away from them, anyone know a Flight School near Sydney that have a reasonable attitude, as per the CASA recommendations?  Was i just being overstrained?  Maybe.

I do flight reviews for some people, however not in the Sydney area. The new regulation is very onerous if you bother to read it, 61.400.

Fortunately, sensible people within CASA have stuck to the original CAAP 5.81-01 which references the obsolete regulations. Many flight schools use the forms provided there as a record of flight reviews given which are subject to CASA audit. Refer B1 on page 31 and you will see that Navigation is recommended. There is some text as guidance BUT ...

CASA also has their Plain English Guide for Part 61 which reflects the regs so contrary to the CAAP.

"You must demonstrate competency according to each unit of competency mentioned in the MOS (Schedule 2)." Read those words and navigation is not recommended, it is mandatory unless one just holds an RPL without a nav endorsement.

"The purpose of a flight review and a proficiency check is to assess your flying skills and operational knowledge."

(Sounds like a test to me.)

Gone is that sensible bit in the CAAP: "To properly inform the task of designing the flight review, the pilot under review should
accurately detail what flying they have completed over the last two years, and what flying they anticipate they will undertake in the future."

Do I follow the old, but still current, CAAP or the CASA guide explaining the existing regulations?

“He was forced to land in water ..”

4 hours ago, Thruster88 said:

The published stall speeds are very unrealistic for an aircraft with 800kg MTOW and only 110 sq feet of wing. ...

Unfortunately, many published stall speeds are in IAS replete with position errors. Not that hard to calculate a real, expected stall speed in CAS for a normal wing. 58 kts flaps up.

26 minutes ago, coljones said:

… but while you can connect WiFi to the PingUSB you can't hotspot at the same time. Same with Skyecho.

Yet here I am with my iPad connected to my SkyEcho on wifi and using my iPhone hotspot for internet via bluetooth simultaneously.

14 hours ago, kgwilson said:

Most GA ADSB equipped aircraft have ADSB Out only as that is the only mandatory requirement and the cost to install ADSB IN is very high. Plenty of GA jockeys around our aerodrome have installed a SE2 with ADSB Out disabled. Again this is required to prevent ghosting but it is the simplest and least expensive way of getting ADSB information in the cockpit via a linked EFIS like Oz Runways, Avplan, Enroute FP etc running on a phone or tablet & connected via WiFi.

If only using the ADSB-IN function then this is much cheaper by the same manufacturer of the SkyEcho. PingUSB - uAvionix It works very well.