Roundsounds

The various rule makers involved in this debacle obviously cannot see the irony in what they have created. A set of rules, if based on safety, indicate it’s safer to fly an RAAus aircraft without ATS involvement. Take the various metro Class D airports, it’s ok to fly your RAAus aircraft when the tower is closed, but not when it’s active. At Camden you have pilots flying gliders during tower operations who do not hold any GA quals or medical certificate. It’s absolute bureaucratic BS. Camden could be used in a trial to allow RAAus RPC holders to operate subject to the same conditions as the GFA members.

Simply go and get yourself a motorised glider and appropriate GFA certificate / airspace endorsements and away you go on a self certified medical without the need to hold a PPL or AFR.

The major driver for the Part 61 reg reform was to better facilitate training of off shore students. So your are correct Nev, the focus is on $$$

Maybe you should read the ERSA before commenting.

It’s not too hard really, set the glide attitude and trim. power + attitude = performance, no power means attitude = performance. If at higher than cruise speed when the failure occurs you’ll gradually start losing altitude until stable in the glide, if you’re slower than best glide you’ll have a higher rate of descent until stable in the glide. This whole ram the nose down is not safe nor required unless you’ve not acted promptly when the engine failure occurred.

Or tiger moths, Austers, Champs or Cubs.

I’d be interested to learn where it says you need a medical in the regs or orders.

This is typical CASA hypocrisy. You’ve got gliders operated at Camden by pilots not holding a licence or medical over the township during and outside tower hours. RAAus aircraft of any certification type can operate when the tower is shut, but restricted when it’s active. So CASA is indicating it’s safe for pilot certificate holders to fly their non-certified aircraft without a medical when the tower is closed, but not when active?

I wonder if aircraft operators will be randomly selected to submit their log books for audit, at their own cost. This may form part of the orgs SMS.

You’re obviously not aware of CASR 61.385.

The old three point versus wheeler discussion. You cannot categorically say one or the other is best. It depends on the aircraft, runway length / surface, pilot, weather and load to mention a few factors. I only ever 3 pointed a Beech 18 once, whereas the Pitts I would rather three point. Most others I would either three point or wheel depending on many variables. Cessna 180 into Yerranderie (2000’ elevation and 400m with a bend and hump in it) would rather wheel on a gusty day and three point on a calm day.

I think PUA at Cessnock were offering online courses? (PUA - Phil Unicomb Aviation)

Agree, however the manuals should be first consulted. I’ve seen way too many people who aren’t aware of the existence or requirement to follow the manufacturers processes and simply “have a go” based on a mates advice.

You should be referring to the manufacturers manuals and FAA AC 43 for maintenance guidance, not forums like this.

I think VH-TIG lives at Goulburn NSW aerodrome and has done for many years. John Zyla is the owner as far as I know.

Write the frequency and position to change it on your WAC / VNC.

They should be grounded until fitted with BRS and pilots appropriately trained in the operation of the BRS (as per Cirrus)

You’ll note CAAP numbers relate directly to a CAR, CASR or CAO. CAAP 92 was developed to provide guidance in satisfying the regulations under CAR 92. I reckon you’d be fighting a battle if you had an incident at an ALA not satisfying the CAAP.

this aircraft seems to have problems stopping? Hawkesbury River over run 2020 Inverell over run 2018

I’m afraid it has been found.

The pic above is obviously of a past incident. Poor old girl, used and abused!

Couldn’t agree more Nev. The process of investigating accidents and analysing data should be conducted by someone removed from the responsibility of aircraft operations and maintenance. The way things are now the Ops and Tech team would be biased against finding fault in their own depts. I work for an organisation with a very effective Safety Management System, it’s not difficult or expensive to maintain, but needs to be properly designed and transparent in its conduct.

I tried to assist and was stonewalled.