Roundsounds

As FM states, an engine pod strike is of concern. Having said that Boeing aircraft use a wing down method on autolands, albeit with a lower crosswind limit than a manual landing - hence the differing techniques. For further info' try typing the following into your favourite search engine: - Airbus crosswind landing techniques Although not officially a Boeing site, the following reference (copy and paste into a web browser URL field) reads like an extract from a Boeing Flight Crew Training Manual: - flaps2approach.com/journal/2014/6/17/crosswind-landing-techniques-part-one-crab-and-sideslip

FCTM states crosswind limit of 33 kts on a dry runway, wind check on final may have been greater than this figure. Bear in mind a 33kt crosswind component with a touchdown speed around 120 kts is similar to 14 kts in a C172 / PA28 touching down around 50 kts

If you Google "RAAus CASA Audit" you'll find the results of the last audit. Let's hope all of these non conformances have been satisfactorily addressed. Im pretty sure the Coroner's recommendations concerning the Gympie Spitfire accident released in Dec' 2014 and the recent Ombudsmans comments regarding CASA's response to Coroner's recommendations will have an influence on the audit focus. Again these documents can be located using Google.

The key to spin training for non aerobatic pilots is to recognise the situation developing and avoid spinning. Recovery from a spin in a turn onto final will most likely be final!

In a powered aeroplane, the first two actions to a spin recovery should be to close the throttle and centralise the ailerons, then you can identify the direction of rotation etc... The positive side to the hands off technique allows the ailerons to centralise themselves. Having trained spin recovery over many years, I like to enter a spin from a climbing, unbalanced turn or mishandled stall turn. It never ceases to amaze me at the number of people who jump in on opposite rudder and forward stick (irrespective of an upright or inverted spin!) leaving large outspin aileron input and a high power setting. This is particularly the case of licenced pilots completing tailwheel / aerobatic training, highlighting the negative training value of incipient spin training adopting a wings level / power off entry. Too many instructors are scared of stall / spin training as the result of their poor training and the lack of suitable training aircraft. Rant over....

I fear the Ombudsmans report is going to drive CASA into action, in fact CASA have no choice but to act. The Dec 14 Qld Coroner's report made some very strong recommendations regarding RAAOs. I do hope they have been implemented! See page 28 of this report.

Interesting to see how you can address the requirements of the Ops Manual - section 2.07, para 3©. There doesn't seem to be a provision for single seat aircraft or new types.

Worth reading the CAAP regarding flight reviews, then you'll be better prepared for the exercise. Some schools see flight reviews as an opportunity to either empty your wallet or display their total lack of knowledge of the purpose of one. This CAAP was written prior to Part 61, but is still current and if CASA intend any changes to the content of a review they need to re-issue the CAAP. http://casa.gov.au/wcmswr/_assets/main/download/caaps/ops/5_81_1.pdf

If you think transiting the Sydney basin is difficult now OCTA, see how things go when Badgerys Creek airport and its associated airspace become active!

Given CAO 95.55, para 6.1 (f) (iv) says modifications can be approved by certain authorities under CASR21 subpart M or by: "the RAA in accordance with a process for the approval of modifications set out in the RAA Technical Manual", the MARAP would need to be included in the Tech Manual as an amendment before it becomes effective. The way CAO 95.55 reads now the old process would be applicable.

Knowing the pilot involved, I would doubt it.

Happy flyer, agree on the I/F times with reference to a Navigation Endorsement. You can complete 1 hour in a suitable simulator and 1 hour in flight. There are plenty of suitable aircraft on the RAA register for delivering basic I/F training, just need to train the instructors, amend the Ops Manual and gain CASA blessing. If done properly this exposure to I/F would provide enough skills to keep things upright whilst doing a 180 degree turn to get out of IMC, but more importantly demonstrate to pilots I/F is a skill requiring way more than 2 hours instruction to master and would deter flight in IMC. This would also lead to a simpler transition to the GA RPL. I'm quite confident that RAA pilots would continue to fly under RAA should they convert to GA. The costs/regulations would see to this, I would see the main reason to go GA would be to gain access to CTA and extra seats.

With reference to the simulated instrument flight, there are no minimum hours stipulated under Part 61 for an RPL. All you will need to do is demonstrate proficiency, how you gain the skills is not legislated. It's worth reading the MOS to determine what you are required to demonstrate proficiency. With reference to the English language proficiency, CASA delegates (ATO's, Flight Examiners or what ever qualification the person assessing you holds) can only certify to Level 6. You need to be assessed by a qualified linguist for a level 4 standard (ie level 4 is more difficult to assess - a bit like the downwind 05/36 example).

http://www.police.nsw.gov.au/news/latest_releases?sq_content_src=%2BdXJsPWh0dHBzJTNBJTJGJTJGZWJpenByZC5wb2xpY2UubnN3Lmdvdi5hdSUyRm1lZGlhJTJGNDQwNTIuaHRtbCZhbGw9MQ%3D%3D

djpacro, I would've put up the link to the IS28 Flight and Maintenance manual, but I was kicked off the site for adding links to posts previously. As Happyflyer says, a google search for IS28 Flight Manual will find it - go to page 4.10 (page 42 of the document) to find spinning. I've spun lots of aircraft types, but never one recommending pro-spin aileron during the entry, maybe something lost in the translation? I find some of the Yak POH translations amusing... Yak 18T manual - "no cadets allowed on the settee when performing acrobatics" or the Yak50 series "leaving the aircraft in flight" - "firstly, put aside any warm feelings you have for the airplane"

The IS28 Flight and Maintenance manual (available on gliding dot com dot au) states pro spin aileron input is required "when rotation and wing and nose stall occur". It further states "the glider does not perform controlled spin with crossed controls". A bit unconventional, but it's their train set so they know best.

The VH-CMC listed is the same one built / flown by Clive Canning and is very good hands. The aircraft is usually hangared at an ALA near Wangaratta or in Temora.

OME - I acknowledge this thread is asking about stat's on the most likely phase of flight to encounter a stall, however a stall could occur in any phase should the pilot allow it. Your best defence is to receive thorough training in the recognition of an impending stall and recovery at that stage. I am fortunate enough to instruct both RA-Aus and GA and often have the opportunity to train relatively high time pilots. I make a habit of reviewing their logbook before flying with them and often encounter people who's total stall training consists of a single flight of less than one hour. This is usually reflected in their ability to recover from a stall during the type training I do with them, conversely the pilots who have multiple stalling exercises during their initial training are usually quite competent in stall recovery. If you haven't received the proper instruction then please do yourself a favour and seek it. It would be difficult for pilots to judge whether their slow flight / stall recovery training was to a suitable standard, as a guide I have pasted an extract from the Flight Instructor's Manual below. If you don't t feel your training followed these guidelines, or you feel under confident, please do something about it. Stall awareness and ability to recover should be a skill equal to / better than to any other phase of flight. 09 STALLING AIM To teach the student the feel and behaviour of the aeroplane at low speeds, the symptoms of the stall and how to recover with the minimum loss of height. INSTRUCTIONAL GUIDE It should be emphasized that an inadvertent stall should never occur. The student must become proficient at recognizing the approach to the stall and taking immediate action to prevent it occurring. Although the student must be taught some method of entering the stall, it is emphasized that the method of entry is only incidental to the important task of recognizing the warnings of the impeding stall and the recovery from the developed stall. Even if the particular aeroplane normally does not ‘drop a wing’ during the stall the correct stall recovery technique should be taught from the start. The first demonstration of a stall should show the student that it is not in any way a frightening experience and should rid the pupil of any false ideas of danger and violent sensations. The first stall is best done at the end of the lesson preceding that on which stalling is to be dealt with in detail. Whilst no real instruction should be given during this demonstration, it is advisable to indicate the point of stall and the commencement of recovery. Obviously all the points raised cannot be taught during one flight but must be spread over several. Especially in the early stages watch for symptoms of air sickness and discontinue the exercise if necessary. As you might have gathered, this is a bit of a pet subject of mine! The CASA Flight Instructors Manual (available as a download from the CASA website) was developed from the RAAF WWII publication AP1732a. This manual was used in training pilots in high drag/low inertia aircraft like the Tiger Moth - so has relevance to RA-Aus types.

The way I read it, the training manual was using an example extract from a random manufacturer's maintenance schedule. The manufacturer uses the term "Heart Bolt" to describe what is generically know as a Hang Bolt. The learning from the example was more about where to find information, not about aircraft types or manufacturers?

Suggest a review of CASA AC45-01(2).

On your way past Camden to The Oaks, drop by Camden and visit the various operators there. You might be surprised, granted GA isn't cheap - but likely to be more affordable than the UK. Camden does have a grass strip available (runways 10/28) and a collection of taildraggers, Cessna/Piper and some RAAus types for hire. My recent visit to The Oaks discovered some very sad looking facilities and aircraft. I spent 30 minutes there and was prepared to do my BFR, but despite wandering around the aircraft was not approached by any of the operators.

Dafydd, I'm pretty sure the Sportavia RF-5B Sperber motor gilder was also fitted with a couple if wear strips on the belly. There was one base at my local gliding club several years ago and I recall the strips were used on more than one occasion. The Yak 52 will also run happily on retracted gear, resulting in minor damage to flaps and often the leading edge of a wing will cop a ding from a broken propellor blade.

Surely this is now a wind up? Flying schools not needing an AOC! I'd consider a Part 141 certificate the same thing by a different name.

The only problem with the US system being you must have an AMP (LAME equivalent) do annual inspections on type certified aircraft and there's a 120 hour approved course requirement if you want to maintain your own non type certified aircraft. The system here will work out ok I think, we just need to stay involved in the Part 149 development.

DrZoos, I don't believe my interpretation of the various regulations concerning the licensing requirements regarding operations in CTA to be floored or flawed. As requested by various posters I have quoted CASR, CAO and RAA Ops manual references in support of the argument. With reference to controlled airspace op's maybe CAO 95.55 para's 6.1 and 7.3 would be worth reading. So how about someone start quoting regulations supporting the argument that an RAAus aircraft can be flown by the holder of a Part 61 licence and how a GA instructor may exercise the privileges of their rating in an RAA registered aircraft? When contacting CASA regarding the interpretation of Part 61 matters, you should ask for a Flight Operations Inspector (FOI) or Aviation Safety Advisor. The clerical staff wouldn't have undergone the training course the FOIs and Safety Advisors have. I suggested Teraya as she is both GA and RAA qualified, so has need to search out answers to these types of enquiries. (I listed Teraya's number in an earlier post). As I mentioned previously, I'm not gaining anything from this discussion, I am simply trying to help people from being led up the garden path which could lead to unnecessary expense down the track.