David Isaac

And it appears they keep moving the goal posts on the criteria for further medical investigation to do just that Nev.

Still haven't received my magazine and I am now travelling interstate for a week. Certainly doesn't leave much time to get the ballot paper in.

Or depending on the height in my Auster, a big pull then a big push then a big roll upright and a flare .....

Agreed, but they must have originally thought they were OK and have subsequently become aware the floats are faulty. hence the Ad notice.

Its called instinct pmc.

I had always believed there was a shared IP arrangement.

How do draw any conclusion on what I assume from what I posted? For the record I DO NOT accept that CASA acted on factual information, but I do know some Jabiru engines have known problems and that Stiff knew about it and in my opinion failed to act in a timely manner. What I did say was that because the CASA put the problem under the spot light, it would be almost inevitable that insurers would respond ... and they have.

This was always going to be the risk that Jabiru must have been aware of. If the aircraft become un-insurable, that will be the end of training in Jabiru Aircraft and that factor alone may bring about the demise of the brand. I do wonder how the risk assessment has been carried out by the insurers ... certainly CASA's action put the brand squarely under the spot light. This is all attributable to consequence; a consequence of a lack of action early enough on Jabiru's part. Something Mr. Stiff should have taken action on when the mechanical issues started years ago. Instead, sadly it appears the consequences have landed on all Jabiru owners. We can only hope the insurable risk factors can be reduced to insurer satisfaction real soon. The loss of the Jabiru brand does not serve any of us well.

Thanks Nev, Yes Garfly, in our GA training we were trained to know in-advance power/trim settings that you know will get you close to a level pitch attitude and the best glide etc. We were supposed to be able to revert to those on instinct. The big problem with VFR pilots in VMC is their hands on the yoke and over controlling in the panic of the moment. If the aircraft is trimmed, it will fly relatively stable with small rudder inputs because it is dynamically stable in that configuration. I guess with our RAA aircraft we have a range of instruments from rag & Tube with just an ASI to glass panels more sophisticated that the old GA ACs. Give me steam gauges any day, I still like the fancy stuff but I want the steam backup. The AHI & T&B are ideal minimum instruments even for an open cockpit Rag & Tube; they may save your life one day.

Great range of videos. The 1957 one particularly interesting given that method is NOT taught as far as I am aware. I like it though because it simplifies the turn method. The 180 degree turn in cloud concept assumes the VFR pilot is calm and able to make the rate one turn while he has his hands on the stick or yoke and possibly in significant turbulence, and that is unlikely and he is more likely to over control in IMC. I am NOT proud to say that I did it once in C182 between Coonabarabran and Dubbo in the 80s; declared an emergency and lived to tell the story. Id be interested to here Facthunter's opinion on the 1957 video, possibly taught when he learned to fly. I actually like the method. What about the opinions of other commercial pilots on here ... your thoughts on the old method???

I read that as well FT. Doesn't change much, but might have been the fatal blow in the heat of the moment.

Blackhawk, the 300 Kg MTOW applies to CAO 95-10 single place ultralights and is still current.

Whether she ran out of fuel or not, she spun in. That is obvious from the spinning shadow in the video and witness accounts. How stable is the Cirrus in slow flight?

Either way, terribly tragic outcome and the video gives a very clear perspective of the impact forces involved when impacting the ground from a spin. Death would have been instant from multiple traumas. I would wager this video will be used in training about the consequences of spins at low altitude.

Thanks DJP, that explains the answer I originally received.

BUT ... Do you need a class 2 med. for aerobatics? If so it isn't the standard RPL is it, because you do NOT need a class 2 med. for a RPL. I was originally told you could NOT do aerobatics on an RPL at a CASA seminar.

Well there ya go. That will require a few ops manual changes.

I don't believe an aero endorsement is available with RPL. You need a PPL minimum

They won't be able to aerobat them anymore so why would they come over to the dark side.

Yeah, I noticed the same entomology confusion as well LOL.

God how I love it when you get on a rant, it makes my heart smile. LOL

Neil, How are you mate. ALAs as such are NOT approved, they are just dimensional guidelines published by CASA for a proposed Aircraft Landing Area. They used to be called ''Authorised Landing Areas'; back then they were not specifically 'Authorised' as such, they were deemed authorised if they met the dimensional requirements for the aircraft using them. For example an ALA that met the performance requirements for my Auster would NOT be long enough for a standard Cessna 172. Any flat land (grass paddock or gravel or roadway for that matter) or piece of waterway can meet the requirements. Basically an ALA for a low performance Ultralight would typically be very short, but it should meet the clearance requirements spelled out in the CASA guidelines. We are NOT exempt everything and we are certainly NOT exempt duty of care or operational responsibility. Most of the old GA tail wheelers were designed to land in paddocks. The old Austers only needed 150m and they used to land them in French paddocks during the war.

Hi mate. The sky is pretty clear mate hard not to get 900m of clear sky and the guide is what it is; designed for any aircraft. Not sure where you draw the conclusion 'not required'. They are a guide for pilots and a conservative one at that. BTW you are allowed variation on the 2%. We all know we don't need the clearances required if we are skilled, but its the old "we gotta have something as a guide to get you on as a duty of care ...." thing. You know like if you prang and someone gets hurts, the old "how did you consider your operation was safe if you landed into a strip that did NOT meet the minimum recommended safety guidelines..." and having to answer that one and not look like you breached a duty of care to a passenger. But you would know how fickle the law and litigious process is. Yep your are, probably not the case for many on here though. My insurance has always asked me ... do I only land on ALAs ...? Answer yes, because any paddock I purposely land on would meet the ALA guidelines of course!

I agree that your relationship with your neighbours is key before you start using any landing area. Seems a lot of confusion on the ALA definitions. Any flat paddock that meets the dimensions spelled out in the CASA ALA guidelines for the performance requirements for your aircraft can be a legitimate ALA. The CASA ALA guidelines may well be just guidelines, but if your landing area does NOT meet the ALA dimensions for your aircraft and you have an accident ... good luck with your insurance. Clearly that does not necessarily apply to Ag pilots who are typically trained in a specialised area that we are NOT. The ALA dimensions are there for a safety margin reasons including all the obstacle free approach and departure splays. Just sticking some markers on a paddock to define the landing area does NOT turn an ALA into an airport, but an ALA always has a component part called the landing strip. Seems Uralla's definition of an airstrip would perhaps include all ALAs, except maybe an argument on what is 'established'. It gets interesting when you don't need approval to put a driveway or road across your property for access or running your property, so why should you need approval for the piece of grass you use as a landing strip in the middle of your paddock?????

That is a very good looking Box ... Id love one of those at the right price.