dsam

New ATC question regarding Bass Strait "Skeds": Special procedures 1.2.1b says to nominate 10, 15, or 30 minute reporting as appropriate to the speed of the aircraft - (with no further detail). I'm puzzled... why would speed matter? For a cruise TAS of 110 knots, which option should I request?

G'day chopndrag, welcome to our forum.

Ian, I'm not a person that codes, so forgive me if I am horribly mistaken. Isn't it the case that the user's browser & platform is sensed at the server end? If the user is on a PC, the present default "likes" script could be loaded. However, If the detected user is on a phone or tablet, the more appropriate default script loads only once at login?

pmccarthy, I agree with your observations. Well done Ian. Ian, perhaps on tablet browsers, a "touch & hold" could be the default to generate a tag for "agree, like, optimistic", etc.? That way the brief touch of a scrolling gesture wouldn't create an inadvertent "tag". Not sure if that's possible to code for...

Just for your info, I bought & tried the Tanami pump, and found it verrrry slow to fill my high wing tanks. Much quicker to pour directly from the jerry can. Perhaps a low wing might be quicker? I also have a Mr. Funnel, but prefer to use it when filling the jerry can, not the aircraft. Much easier to wrangle the combination of nozzle & filter that way. Dave

I've found my wifi signal drops-out from my iPad unless the Raspberry Pi is in rather close proximity to the unit. I'm not sure of the reason for this. Otherwise the unit works fine.

807 for the resolution. 128 against.

Ok, jakej... Do you have any further feedback, or is it too soon yet?

Regardless, I still opt to maintain a MR. On remote flyaways, I often opt to use Avgas for convenience (rather than PULP). Looking back over my MR, if I've used > 30% Avgas, I change oil earlier (at 50) hours in my Rotax 912 ULS. Keeping an up to date MR helps me keep track of this over time. Dave

Don, I would call it "credible" cynicism for exactly the reason you state. As I said, I wasn't particularly fussed about it, though I felt the request going for 2 years straight was a bit of a nuisance, and perhaps not truly "random" Dave

Looking forward to hearing feedback from anyone that attended this...

I've had 2 such "random" requests in each of the 2 last years at rego renewal time. My paperwork & maintenance work is spot-on each year, so I'm not too fussed (it's always been excellent LAME work). Somehow, I suspect RA-Aus already know this to be the case, and they are populating their record keeping with such examples so they can point to these "random" examples whenever CASA does a surprise audit. Perhaps I'm being too cynical, though... I'll try to take it as a compliment

From YLEC to YWMC to YBDV to YTGM it was spectacular, but very isolated. I'm glad I was well prepared, and armed with heaps of technology to keep me out of trouble (and out of the newspapers) I'm now trying to decide whether to tackle the Nullarbor, or go to the northern Queensland coast & islands. Time to plan...

For what it is worth, OzRunways can display an excellent Australian map that they call 250k Topo (AU). I've just done around 2,000 nautical miles of outback flying a couple days ago, and noticed that this map shows many (often obscure) airstrips that are not identified anywhere else. It also shows the correct locations and orientations of many airstrips that are listed as part of the OzRunways database. I appreciate that an image on a map is not a useful "database" format, but the map publisher may have this same airstrip data in a format you can use more readily...?

I've just spent the last 5 days covering some 1,980 nautical miles of spectacular outback desert, and a rather wet Lake Eyre. Special mention goes to Trevor at William Creek, and his dedicated staff and pilots, for their generous hospitality, and their tip on going to see the nearby "Painted Hills". It's been a memorable adventure, indeed.

Personally, I like AOPA’s overarching strategy tackling Prime Ministers & key Ministers, rather than regulators that merely become bitter and vindictive to their detractors, without ever changing or improving. (Eg. the ongoing failure to implement the Forsyth recommendations) With political pressure to change CASA's Act of Parliament in ways that deprive it of much of the power they currently have, they can subsequently force positive changes for all aviators, regardless of which organisational body they come from. Each aviation group may well quibble over a number of details in their Project Eureka document (eg. GFA, SAAA RA-Aus, etc), but the legislative move for major structural change helps all aviators, IMHO If AOPA's initiative is coupled with an effective media strategy in an election year, AOPA may garner wider community & political support for the woes of the long-suffering aviation community. I note that their campaign launch had involved politicians Barnaby Joyce, & Tony Windsor. Also there were Dick Smith, Benjamin Morgan (Aviation Advertiser), and (I believe) reps from RA-Aus, AMROBA, plus some media & journalists. Much more political pressure is needed. I wish AOPA luck with motivating real change in Australian aviation - something most of us would agree on, I believe.

Perhaps RA-Aus legal "department" need to produce our own ramp-check glossy brochure specific to our own category(s) detailing our legal rights and responsibilities during a ramp check. It could set out what CASA can and cannot require, so aviators can avoid being victimised by belligerent and poorly informed CASA officials. Our brochure could be waived in their faces whenever required at fly-ins etc. That way the official is grappling with an organisation, not an individual pilot.

Here are a few examples:

Ooops, correct. In the scenario I described tightening with excessive rudder and insufficient bank can result in a skidding stall, and yes, in-turn wing drops. For a slipping turn stall, the upper wing drops. My mistake... See, that's why I invited comment and correction.

Disclaimer: I'm not an instructor, just a wary pilot. Best if you discuss all this with your instructor or your local CFI.. I'll give you my explanation, but many more on this forum are better qualified to respond. Stall speed (wings level) is much slower than at a significant bank... first issue (lesson: keep bank angles gentle and airspeed according to POH for finals) Student overshoots base & makes late turn to final and tries to correct with excessive rudder.. result un-coordinated turn (again, further loss of lift & increased drag, further slowing airspeed) Lesson: keep circuit turns modest, accurate, and coordinated. If you muck it up, apply power, go around and try again... don't "fudge" it with heavy un-coordinated rudder use. Surprise outcome of getting this wrong: upper wing drops suddenly at turn to final, and stall-spin scenario begins. On final, there's no remaining altitude to effect a recovery, even with the correct control inputs. So in summary, keep airspeed up (in accordance with POH), and bank angles modest with turns coordinated, and you will live much longer. Any real instructors out there are welcome to expand & correct my description above... Happy flying, Dave

I suppose the heading of this forum thread is "stall practice", so in most cases with your instructor at an appropriate altitude, stall practice & "incipient spin recognition" is as far as current training allows in RA-Aus. So usually in this very controlled (perhaps overly contrived) circumstance, the outcomes are no surprise, and rather predictably recovered at safe altitude. Sadly, it is the stall-spin scenario you aren't expecting that often brings the tragic results. The classic example is low and too slow in the circuit, with non-coordinated turn whilst steeply banking to final leg. Even fairly well-mannered aircraft can bite you if you let this scenario play out to its often fatal conclusion. Sufficient airspeed, and well-coordinated turns are the key to avoiding problems here. Another example is airframe icing, less problematic here, but much more common in Canada where I did my initial training. Flight characteristics can be changed drastically when ice builds up, and if you don't get to where the ice goes away immediately, anything could happen - and surprisingly soon!

I agree with all these cautionary comments, facthunter & djpacro. The last thing we need is some self-important "wannabee hotshot" getting themselves into an unrecoverable situation without a properly supervised aerobatic training program, and using an entirely inappropriate aircraft for aerobatic operation. For me, this info is just "hypothetical" background knowledge that helps make me a better pilot during normal operations. As facthunter's signature tag says... "Never stop learning".... Very true indeed!

Thanks djpacro! Very informative and comprehensive. Much appreciated

It certainly feels safe and predictable in all my normal operations. The only consideration for first timers in a Eurofox is to be confident with rudder to coordinate circuit turns nicely. The full length hanging flaperons give excellent roll response, but demonstrate some (easily corrected) adverse yaw when "flaps" are fully extended for landings. Beneficially, full flap sideslips are permitted, allowing excellent handling on steep sideslipping approaches & short field work. When used for glider towing, the flaperons and sideslips help get it down quickly for the next glider - much loved by the gliding tug pilots.

OK, thanks for the update, and keep up with the political pressure at the highest levels IMHO. No point dealing with the bureaucrats in CASA - they're unlikely to change regardless of possible internal (DAS) pressures. In an election year, the politicians are the weakest link ,when applying pressure for change. Try to advise/educate the journalists in ABC, too. They seem to have an appetite for tackling corruption, conflict of interest, & uncaring big bureaucracies at present. Maintain the rage ;-)