Roundsounds

If you listen to the BK TWR ATC recordings online, you’ll hear ATC tell POLAIR 24 it was the pilot’s first solo.

Yes he did, so there’s no chance of making the runway without power on a powered approach. Unless you set up for a glide approach you won’t make the runway with an engine failure once you’ve reached the base turn position. as indicated elsewhere, you’re subject to other traffic and cannot guarantee spacing to make a glide approach. The ATC recordings state this was a first solo in Comms to POLAIR 24 when they were tasked to check in the pilot’s welfare.

The concept of glide approaches in GA went out with Tiger Moths. I know it’s a thing with RAAus, but that goes back to 2 stroke engines and GFA instructors.

It was the pilots first solo.

The PA28 was a first solo. FR24 shows a full stop and taxy for further Circuit. Also ATC recording has ATC telling POLAIR24 it was a first solo with 1 POB. The R44 came to grief at Forresters Beach.

I did a heap of research into midair collisions in Australian airspace, couldn’t find any enroute aside from people flying in company / formation. Most collisions occurred in CTA.

I’ll bet you’re still driving

I’m sure those at the coal face want to produce quality goods, it’s the greedy minority decision makers ruining / have ruined the country. When these greedy individuals say the cost of labour is too high in Australia, they are really saying let’s get offshore slave labour with unsafe work practices to produce a substandard product. The people making these statements are those taking home 6 figure performance bonuses, bonuses paid to manage the destruction of Australian industries.

I would have to disagree, the country is very capable of building most things. The execs controlling the purse strings are too lazy to put together a case for funding projects, instead taking the easy bonus producing offshore options.

An 380 would burn around 200,000kg SYD / LAX, a B787 a bit under 80,000kg. a B-Double carries about 35,000kg. lots a road traffic to keep up supply.

Wow, maybe you could couple this to the autopilot and teach it how to land the aeroplane too. How about an autothrottle too?

You were concerned about speed being less than Vy, that’d be an IAS? Stalling has nothing to do with IAS, angle of attack dictates when a wing will stall.

Still hung on IAS? Exceeding the critical angle of attack causes the stall and uncoordinated flight at the stall causes the spin. There’s a lot going on for the typical PPL holder following an EFATO, which is why it’s often best to not turn back.

It depends on the airplane type. I first saw the reality of this in a Tiger Moth fitted with a vane style ASI on an interplane strut. This ASI has zero lag, starting at around 60KIAS on climb, close the throttle the ASI was still happily indicating 55, the vane just over 40. I won’t argue with you on the attitude, but I’ve used it in anger and am here to tell the story.

You do realise there’s quite a lag in the indications associated with the pitot / static system fitted to light airplanes? This leads to people wasting valuable time chasing IAS and I believe leads to LOCi accidents. If you practice learning and establishing glide attitudes for various types of flight, wings level, 30 degrees, 45 degrees angle of bank the IAS will follow.

IAS means very little as you load up in a turn. You need to be able to establish a known attitude to establish the glide. Given power + attitude = performance you only need to know the correct attitude given there’s no power.

GA schools haven’t caught onto the P in UPRT, ie Prevention. If a pilot has the skills to recover from an upset in the circuit area, they wouldn’t have allowed the situation to develop in the first place. Laser focus on IAS and minimising bank angles without enough attention to slip / skid and a continue mindset on approach rather than a go-around bias. If only pilots would spend money on quality UPRT and less on fancy bluetooth headsets, go-pros and EFBs the accident rate would reduce.

I couldn’t agree more with your comments around chances of recovery. Training of slow flight, stall and spin awareness, avoidance and recovery is poor to say the least.

Have you paid attention to Perdue’s lookout, specifically the lack of it. At 10:13 he actually points at his EFB and says it’s clear! What about the airplanes without ADSB out?

There is less risk involved in spinning a spin certified airplane at a safe height by an appropriately trained pilot than there is during the takeoff and landing phases of flight from capital city aerodromes. A fear of spinning is an indication of a gap in a pilot’s aeronautical knowledge.

The fans of the hands off spin recovery or Mueller / Beggs method take note.. The only spin recovery method to train and apply is that published in the type POH / AFM. Sad that two keen and experienced aviators likely lost their lives as the result of an incorrect recovery technique. https://www.atsb.gov.au/media/news-items/2022/spin-recovery/?fbclid=IwAR3p-ChBpKfeH2evZmTr6E07mXR95cyjOaw0zCAiCid-RIbRotd1c4UObcc

The concept of publishing all incidents is flawed. The organisation should be collating all incident reports, investigating and categorising them under headings such as phase of flight, level of experience, weather conditions and causal factors. The purpose of this method of reviewing incidents is to identify any trends, then focus on the most effective way of addressing these trends. Selected de-identified reports relating to the concerning incidents could then be published to help with any subsequent mitigation action. This action may include online training, videos, targeted flight training, mandated AFR training or roadshow type presentation to mention a few. The current method is simply ineffective.

It’s not in the ERSA, so not enforceable. In fact it goes against the CASA recommendations and it could be argued these requirements could reduce safety under certain circumstances. The “alerted see and avoid” procedures rely on only making the prescribed routine broadcast, thus leaving time for any calls to prevent potential conflicts.

Worth a read