Roundsounds

Forget any approval of RAAus operations in CTA. The decision to go down a very long pathway leading to nowhere means approval for non PPL holders will not happen. Should RAAus have demanded equal privileges to those extended to the gliding and balloon federations approval would be in place now. As far as suitable aircraft go, the regulations are quite clear. (refer CAO 95.55, para 7.3)

I doubt you will see a MTOW increase or any changes to the CTA limitations anytime in the next 10 years.

Congratulations Shafs! I have introduced 100s of people to aerobatics over the last 40 years, both as passengers and students. The trick is to follow the above guidance of fresh air inflight and food intake pre flight, then do short flights, gradually increasing duration. The old story of wishing you were up there, rather than wishing you were on the ground. You may also want to try Sea Bands, you can pick them up from pharmacies, they use pressure pints to reduce motion sickness. I was very sceptical about their effectiveness, but have had many people use them with great succes

Having spent thousands of hours flying with many pilots of varying levels of experience, my observation is the turn from base to final has the greatest risk. The tendency to skid that turn is greatest, I believe this is due to; - minimising bank angle during the final turn, resulting in an overshoot - overshooting final sees most pilots overdo rudder use The increase in drag due to the skid results in a bleed in airspeed, the combination of skid and decreasing airspeed can be fatal.

Have a look at the prices of used aircraft in the USA, they’ve got up a lot!

A static procedural trainer would be of value, this is a mock up of the cockpit of training aircraft and can be constructed for a few hundred dollars. The use is limited to learning procedures such as engine start, pre takeoff, engine failures etc. Radio calls can also practiced by setting up scenarios in something like a hangar with local features / airfield drawn on the floor with chalk. Unless you’ve got a budget of a couple of hundred thousand dollars flight simulators are of little value in initial training. I have worked full time in simulator training for the past 20 years, I ha

I’d love to see this instructor try this in a taildragger - he spends an unreasonable amount of time looking at places other than where they’re going. Not really what you want a student to take away from this exercise. Same thing with looking for flaps and trim during the roll out, play with those things airborne.

Maybe the reporter should look at the pic, doesn’t appear burnt. I doubt that accident would have been survivable.

Learning to fly in a taildragger sorts this out very quickly.

The last I heard on this matter was CASA wanted to wait until part 149 was in place. Now that’s done, it will be wait until certain stars are in alignment. This, along with controlled airspace access, will just be kicked along until RAAus gives up.

Depends on the type, I’ve done ridge soaring in a Citabria a few times. I left the engine at idle though.

No

Coastal would be the best in my opinion, Victor 1 isn’t too hard. Maybe drop into Cessnock for fuel and have a chat with Phil Unicomb or one of his instructors regarding the Williamtown transit. I’d be inclined to call first and offer to pay for briefing time. Camden Haven is a beaut spot. https://philunicombaviation.com/?gclid=CjwKCAiAt9z-BRBCEiwA_bWv-KhCGrMECYVOMP11vXFB1fKzDdLcpql7aMDHPIw4QUlg-eUafjIdHBoCoNgQAvD_BwE

What you’re seeing here is the result of our culture. We tend to look more deeply into situations and question them before jumping to conclusions. This is one of the reasons Australian apply CRM so well.

It’s a single seat version, so just me.