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Everything posted by Roundsounds

  1. Very wise choice! Saturday morning reports (METAR / SPECI) gusting up to 36kts from the north - all crosswind on available runways and 6000m vis in dust.
  2. until

    TAF has got 350/20G30 from 9am until 5 pm, that’ll give 18-27kts crosswind. Also some periods of reduced vis’ in rain and thuderstorms.
  3. Perhaps you could post a link to the NTSB report? I cannot see how a falling leaf manoeuvre would allow an aircraft to reverse into the ground. A falling leaf is simply a sequence of consecutive incipient spins.
  4. “Nose dive” sits well with the journo’s terms like “plummets”, “narrowly escaped death” and “The Cessna” (for any aircraft other than an airliner. Can’t say I’ve ever seen an aeroplane tail dive or wing dive into the ground.
  5. Would you consider this video a good test of your aviation SA skills? Situational Awareness Test
  6. Be very careful when you shop around for cover. Several years ago a company stormed onto the Australian market and undercut the existing insurers, they didn’t last too long. When people were knocked back for very minor technicalities, aircraft owners switched back to their old insurers. You’d be a bit cocky to be sure you’re operating 100% technically correct on every flight. Also take a few minutes to think about why so many companies have pulled out of the market and how a new player would come along with lower premiums and expect to provide the same cover. It doesn’t add up.
  7. Roundsounds


  8. Carb Ice is more likely in less than “cold weather” conditions. Have a look at the carb ice likelihood chart produced by BoM / CASA. Carb ice is one of those things you may never have experienced in your flying career, but could catch you out one day. Using carb heat to prevent icing is much smarter than being reactive, because when you’re likely to need it, it may not be effective. My experience with Carb Ice on takeoff has been a momentary rough running as accumulated ice is ingested. The prolonged rough running / power loss is unlikely to occur at high power settings. Follow the manufacturers recommendations is your safest bet.
  9. I like the $50M paid in bonuses. Those who are employed under an EBA won’t be paid their bonus until their next EBA is signed off, which could be a number of years.
  10. It’s amazing the potential opportunities sponsoring political parties could achieve.
  11. I thought Dazza had gone to greener pastures at CASA?
  12. These fantastic plastic things ain’t that fantastic? Can’t go past the Citabria as an abinitio trainer. Teach pilots how to fly properly and spinable. They’re also still in production.
  13. A functional SMS is not that organisations strong point. Printing accident summaries is not the way to address safety.
  14. Arrange vertical separation until you’ve sighted the other aircraft.
  15. They’re a great bunch of aeroplanes, don’t forget to add the 55 to your list! Flown all bar the 9. The 52W and 52TW lose some of the charm being fitted with western instruments and toe brakes. I reckon a 52TD would be the best of the range.
  16. I did the initial test flights after assembly when imported. Then “endorsed” David on the machine. The Yak 50 is a great machine and that is a particularly good example.
  17. Is that David Lian’s machine?
  18. I suspect the accident rate will infact rise over the coming years. The addition of technology into the cockpit will further reduce the general handling skills of pilots and introduce unnecessary distractions. A pilot should be comfortable in getting into their aircraft and flying it without the aid of written checklists or by reference to any flight instruments. This includes all phases of VFR flight and manoeuvres. Im not saying technology makes flying dangerous, it’s the lack of underlying handling skills and lack of training in prioritisation of tasks. The number of videos I’ve seen of pilots looking for traffic on their chosen EFB instead of looking outside, one memorable one was determined to find the traffic on their EFB while their non pilot pax looked outside and spotted the traffic immediately.
  19. All of these pilots will hold at least level 4 English Language Proficiency. Why does CAsA not carry out random audits of the assessed candidates? This is a genuine Safety issue.
  20. The training facilities are teaching their students to routinely make these unnecessary calls. Very poor and unprofessional instructional practice. If the training organisations were teaching correct radio procedures there wouldn’t be the constant chatter on CTAF.
  21. On the flip side, people routinely make broadcasts turning onto every leg of the circuit, inbound, over head, joining circuit and clear of runway, irrespective of the level of traffic. When there are half a dozen aircraft on CTAF (and throw in a handful of acknowlegdements to the broadcasts) this leads to: - radio congestion - reduced situational awareness (with each transmission you redraw the mental picture) I have no issues with additional broadcasts or aircraft to aircraft calls to coordinate separation, but routinely making unnecessary broadcasts based on the principle of “the more you talk the safer you’ll be” is simply wrong. By limiting routine calls to those recommended, you are leaving RT space for critical calls.
  22. The golden rule in any aircraft fitted with flash automation, if it’s not doing as expected get rid of the automation. Once you’ve sorted things out and established in a safe state, then consider whether further use of automation is the best course of action. This applies to automated trim functions, the B737 has a published procedure to disable the automated trim function and revert to manual trim. The initial steps in this procedure are accomplished from memory. Boeing have not designed a system that will fly the aeroplane into the ground. “System” includes both aircraft systems and crew intervention.
  23. Roundsounds


    The root of the problem with stalling skills sits squarely with instructor / examiner training and attitudes. Having had the opportunity to fly with a large number of instructors providing them with tailwheel endorsements, I find their level of knowledge and skill to be appalling. I always include upper air general handling as part of the type training before starting the takeoff / landing elements. Often the type used for the tailwheel training exhibits strong adverse yaw tendencies, much greater than the types they have previously flown. I have the trainee complete some coordination exercises to familiarise them with the control inputs required to maintain balance rolling into and out of turns. This often provides me with concern, then there’s the stalling exercises. A large proportion of these instructors become anxious at the thought of straight and level stalling, let alone slipping, skidding or power on stalls. The simulated skidding turn into final is the eye opener for most. I like to think some of these instructors take away some improved knowledge and seek further training around stalling.
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