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Roundsounds last won the day on October 7

Roundsounds had the most liked content!

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About Roundsounds

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  • Birthday 12/25/1961

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  1. Roundsounds

    Alternate organisation...deafening silence

    Maybe ELAAA, SAAA and AOPA could form a partnership of some sort? That’d sort out the level playing field issues AOPA have with RAA. What could possibly go wrong...
  2. Roundsounds

    New fuel rules start today 08/11/2018

    going places in a Yak 52 will be a pain. They hold 120 litres, use 12 for warmup / takeoff the burn about 60 litres per hour, which provides and endurance of 108 mins. Take your 30 mins off that and you’re left with 78 mins @ say 120 kts nil wind. Allow 10 mins for approach and you’ve got about 135 NM range nil wind. I’ve landed many times with both 12 litres lights flashing, which would mean under the new rules I’d need to call a Fuel Mayday. I don’t know if any Yak 52s having suffered from fuel exhaustion. Yak pilots are aware of the limitations and plan accordingly.
  3. Roundsounds

    New fuel rules start today 08/11/2018

    Whatever you do don’t tell them your gauges aren’t accurate. Just make up something and keep it in a folder undated. If you’re doing local operations or training, 30 mins is plenty for reserves.
  4. Roundsounds

    New fuel rules start today 08/11/2018

    Thank goodness, we should all feel so much safer now these new rules are in place. You’ll never see another Australian aircraft run out of fuel again. Much better to legislate than educate pilots. Particularly when the statistics show the incidence of fuel exhaustion have been steadily decreasing for the past 15 years and the bulk of incidents have involved commercial operators who have had mandated fuel reserves as part of their operations manual.
  5. CAR 206 defines commercial purposes and applies to RAAus operations. Based on this information there should be no reason you cannot use an RAAus aircraft for the purposes you have described. CIVIL AVIATION REGULATIONS 1988 - REG 206 Commercial purposes (Act, s 27(9))
  6. I’ve got a Piper J3 Cub, no batteries to worry about.
  7. Roundsounds

    100 hourly and the yearly inspection

    That’s why the correct term is “periodic inspection”. It will in most cases occur at the earliest of 100 hours or 12 months. The only time this may vary would be in accordance with the manufacturers schedule.
  8. Roundsounds

    Plane crash near Stawell

    Yes, it gives great peace of mind knowing this extensive testing has been done. I’ve done a lot of spin training in Chippies over the years. I always provide students with a copy of the TNS well before we fly. We then take some time to discuss the published entry, maintenance and recovery technique before flying and never enter a spin below 5000’ AGL. I’m amazed at the number of pilots and instructors who recite a spin revovery technique omitting any mention of throttle or aileron. When I mention throttle / aileron some respond with blank looks, other say of course I would make the appropriate adjustments. I was recently doing some Upset recovery training with a professional pilot who didn’t understand the concept of “unloading”. He was adamant you must pull back on the control column to un-stall when inverted as it lowered the nose relative to the horizon! He couldn’t get the concept that angle of attack is in no way related to pitch attitude relative to the horizon!
  9. Roundsounds

    Plane crash near Stawell

    The spin strakes and wide chord rudder on the DHC-1 were proven to have next to no effect on the spin. DeHavilland produced a TNS (effectively an AD) providing operators with information on spinning the Chippy. This was produced not long after the aircraft was put on the Australian register and a few of them spun in. An Australian registered aircraft was extensively tested (VH-RSV, which was also registered as CBM, AFG, WAU and ZIT at various times in its life). Bottom line was, start at a safe height, use the manufacturers recovery technique and you’ll be safe.
  10. Roundsounds

    Tech Manager

    A good friend and former work colleague of mine was killed in that accident. He was a very diligent commercial pilot under instruction. The problem with gliders preparing to takeoff being you cannot see directly behind and rely on hand signals from persons outside the cockpit and radio transmissions from other traffic to establish you are clear of traffic when launching. The pilot’s wife tells me the other glider’s radio was U/S and the signal given said all clear.
  11. Roundsounds

    Tech Manager

    Accident investigation may be limited by financial constraints The data analysis and training are a matter of lack of expertise or willingness to accept offers of assistance from those with the exerpience.
  12. Roundsounds

    Plane crash near Stawell

    The LSA POH seems to contain a different procedure...
  13. Roundsounds

    Tech Manager

    There are a couple of fundamental flaws in the RAAus safety system: 1. Those responsible for the development of procedures, training syllabus and other facets related to producing a safe operating system are also the same people who investigate incidents. This has the potential to bias the investigation process / findings. I’m not suggesting any deliberate manipulation of findings, but they’re may be blind to the deficiencies in their systems. There needs to be an independent set of fresh eyes looking into incidents. 2. There is no apparent analysis of incident data, directing people to review the incident data base and come to their own conclusions as to how to they might avoid having the same issue is wrong. There is no need to publsh individual incident reports for all and sundry to see. Proper analysis of data will reveal problem areas in operations. This information can then be used to develop appropriate training to reduce incident rates. People don’t go flying with the intention of hurting themselves, it’s generally the result of a lack of awareness or poor skills - these can be corrected with proper training. I recently saw the logbook of a pilot who had just passed his RPC flight test. His whole 20 odd hours training consisted circuits according to the entries in his logbook! RAAus should publish a syllabus of training, at present there is a table of competencies but not a syllabus. Student need to be aware of what their training path looks like and be actively involved in planning it, this is a basic adult learning principle. A lot of information is hidden in a CFI portal. This should be shared with all pilots rather than the old “knowledge is power” approach, that went out years ago thank goodness.
  14. Roundsounds

    Plane crash near Stawell

    Interesting recovery technique, but no doubt developed as the result of Flight testing. The method of only making any pitch input after rotation stops is unusual, given the design of the tail I would have thought a pitch down would assist in providing airflow over the rudder and may be required to stop the rotation.
  15. I agree, I’m past trying to fix anything now too. I wouldn’t hold out too much hope with the various organisations. I met with one recently and sat listening to the war history for 2 hours. I couldn’t get a word in.