Kieran17

The unavailability of FL110 for cruise when the Area QNH is less than 1013 is due to the Transition Layer becoming squished in with the low QNH.

If the Area QNH is less than 1013hPa, the vertical distance between A100 and FL110 is less than 1000ft (squished).

If the Area QNH is 1013hPa (1013.25), the vertical distance between A100 and FL110 is 1000ft.

If the Area QNH is Greater than 1013hPa, the vertical distance between A100 and FL110 is greater than 1000ft (fattened).

Due to the squishing of the Transition Layer when the QNH is low (Transition Altitude and Transition Level less than 1000ft apart), cruising at FL110 is not available with an Area QNH less than 1013hPa. This squishing continues to happen as the Area QNH lowers, at less than 997hPa, there will be less than 1000ft between A100 and FL115. 

Example QNH table below:

For QNH 1013 the Transition Layer is 1000ft thick. The higher the QNH goes, the thicker the Transition Layer becomes: at QNH 1017, the Transition Layer is 1120ft thick.

As the QNH lowers, the Transition Layer becomes compressed, so a 'correction*' is applied. At QNH 1012, there is only 970ft between A100 and FL110, therefore, cruising at FL110 is no longer available and a 500ft 'correction buffer*' is added to the Transition Layer to ensure there is at least 1000ft between A100 and the next available Flight Level (FL115).

The compression continues as the QNH lowers, and at QNH 996, there is 990ft between A100 and FL115, so the next 'correction*' value kicks in, FL115 is no longer available and the next available Flight Level is FL120.

So, on a low QNH day, if the Area QNH is less than 997, cruising at FL115 is not available because there is less than 1000ft between A100 and FL115.

If there were no corrections* applied to the Transition Layer, by the time the QNH reaches 979hPa, altitude A100 would be 20ft above flight level FL110.

(*not an actual term, but I couldn't think of a better one)

My previous beacon from a number of years ago was an ACR ResQLink which was used at an incident in regional Victoria a decade or so ago. Worked as advertised. I was in mobile phone coverage at the time, standing next to an emergency marker, however the site involved was about 1.5km away at the bottom of the hill.

I activated the beacon and called 000 at the same time, dealing with 000 for an accident location that did not have an address was difficult. When they were told that the accident site was 1.5km west of the emergency marker, they were not able to put it onto their system, instead asking for a nearby road intersection or other address. I was on the phone to 000 for about 6 minutes to get the message through to them.

By the time I was done with 000, I had two missed calls on my phone and answered on the third call that came shortly afterward from AMSA. They advised me that my beacon activation was detected and I confirmed intentional and gave them the details, they said they could see the location of the beacon, to which I advised that the accident site was 1.5km west, "no problem, keep your phone on and we'll call back shortly" they said.

Seven minutes later they called back and said the helicopter is airborne at Warrnambool and on its way. HEMS4 arrived 30 minutes later.

Following that I ended up doing a deal with the importer of the Ocean Signal rescueME PLB and bought 40 of them, and passed them on at cost price just to get more of them out there.

Battery life in the beacons is finite, my first one was rated for 10 years, the second for 7 years. Within the rated life, the PLB will broadcast for a minimum of 24 hours (EPIRBs are 48 hours). They will broadcast on 406MHz which will include the encoded GPS data (get a GPS equipped version) which is detected by several satellites and downlinked to the JRCC as well as a low power 121.5MHz signal which can be used for aerial homing. When you get one, make sure you register it with AMSA.

If you have a chance to look and feel before you buy, see how it goes getting the antenna up and turning it on one handed. If you fall while hiking and break your arm, will you still be able to activate it?

When you buy one, keep it accessible. There'll be no point having a beacon in a bag in the back of the plane that you can't access (altitude above you, runway behind you etc). 

When ever I'm travelling away from town, I'll carry the PLB in the car/plane/kayak/backpack, including when I'm overseas (it'll work anywhere globally). You never know when you'll be driving down a county road away from mobile reception and come across a car crash, or worse, be involved on one. The life that your beacon saves may not be your own.

Buy one (anywhere around $350 seems to be the mark), keep it accessible, save a life.

Kieran

Hi everyone,

I've recently acquired trike T2-2490. For about the last six years it has been on static display in a Paramatta school before they wanted to move it on to a new home. That's where I came in to snap it up. Now comes the task of trying to get it airworthy again. The wing is in good condition, but needs a replacement sail after sun exposure degradation...

The first step that I am hoping to achieve is to get in contact with previous owner. I've contacted SAFA with an attempt to have them pass on a message, but haven't heard anything back yet, which brings me here.

So what I know:
-Former registered at T2-2490

-Deregistered in 2016 when it was given to a Parramatta school for use as a static display where it has been for the last five years

-I expect it was based in the Sydney basin not entirely sure

-Streak wing and Rotax 582 blue head (not the original engine for the base)

-Base build in September 2002 

Not sure if the previous owner is still around or if the log books still exist but I live in hope!

If anyone has any leads it would be hugely appreciated.

Kieran

29 minutes ago, Garfly said:

 

 

 

Thanks for that information, Kieran.  How else are pilots to know?  Too bad you couldn't have been there to advise the senators. That would have been a zinger of a follow-up question. Presumably (one hopes!) Pip Spence PSM was as clueless as the rest of us about the change. (Likewise, the crew of departmental staff with her?!) As a Public Service Medal holder, the least she should do is to correct the record. 

 

Talking of CASA duplicitousness and Mercy Flights, this is a Canberra Times story from last year where, once again, officials insisting on placing the regulatory cart before the horse of reality proved fatal for a father trying to save his drowning child.  So who is to blame?  Who takes the rap?

 

Senators?  Sir Humphrey Appleby?

 

https://www.canberratimes.com.au/story/7334149/mercy-flight-row-builds-after-south-coast-tragedy/

 

 

 

 

 

 

You're welcome. I try to advocate for better change summaries being published at the AIRACs. Broad stroke summaries like this just don't cut it when there are significant changes, particularly when it refers to information removed without detailing what was removed and why, meaning a page by page comparison between versions is needed to keep track.

We (country) can do better than this.

Kieran

Doubled post removed

4 hours ago, Garfly said:

https://vfrg.casa.gov.au/emergency-procedures/mercy-flights/

Mercy flight declaration AIP ENR 1.1

When an urgent medical, flood or fire relief or evacuation flight is proposed in order to retrieve a person from grave and imminent danger and failure to do so is likely to result in loss of life or serious or permanent disability and the flight will involve irregular operations, a mercy flight must be declared.

A mercy flight must only be declared by the pilot in command and the factors/risks that the pilot in command must consider in the declaration, commencement and continuation of the flight are detailed in AIP ENR 1.1.

 

This is still up on the CASA website.  Can you give more details about this provision being removed, Keiran?

That section of website is out of date, not helpful that outdated information is still accessible, and if you google "mercy flight' it still directs to incorrect information on the CASA site. That page listed was last updated in February last year. In the update change summary it notes that this section of the website was supposed to be switched off after the Dec 2nd 2021 AIRAC.   

The new version of VFRG can be downloaded here https://www.casa.gov.au/search-centre/visual-flight-rules-guide

The current and next versions of the AIP suite of docs can be downloaded here https://www.airservicesaustralia.com/aip/aip.asp

The short version for the removal was they came to realise that "there is no regulatory basis for mercy flights' so it has been (disappointingly quietly) removed for the AIP docs. The only option left in a case that a mercy flight would have covered is to declare an emergency. RFDS pilot flying beyond flight and duty time limits to get their pax to hospital, declare a mayday. Landing five minutes after last light so your snake bitten pax can get to a hospital, declare a mayday (side note, in a case like this, tell ATC and we'll help out as best we can, need an ambulance to meet you, we'll arrange it).

Kieran

CEO mentioned that "there's always the Mercy Flight Provisions", however these have been removed from AIP as 'there's no legislative base for them', so no, there are not Mercy Flight provisions available to be used anymore.

https://www.airservicesaustralia.com/projects/ads-b/ads-b-coverage/

Scroll down to the bottom.

There is a difference between what FlightRadar24 and the Airservices systems will display because they are entirely separate systems. The link to the Airservices ADSB coverage maps show what the ATC system will see. In some areas this may be better than what FR24 is capable of, but in many areas, FR24 is capable of much better coverage due to a higher number of receivers provided by community input.

In the way of a couple of examples:

Kalgoorlie WA. ATC system nearest receivers are Leonora and Esperance, lowest level coverage at Kalgoorlie is around 10000-12000 feet. FR24 has a local receiver with coverage to the ground.

Learmonth WA. ATC system has coverage to the ground, FR24 does not (not sure of actual coverage floor there but it didn't show RPT jets at around 5000ft when I was there the other week).

This can provide a lead in to the question 'why can't ATC extend their network by using FR24?'. The answer to this the system integrity and redundancy requirements that need to be met in order to ensure its accuracy. There are very specific standards for this equipment.

Each ADSB receiver site is not just one single receiver, but requires additional infrastructure to support it. Each site will have the antenna mast with two separate antennas with separate cabling feeding independent receivers. Each receiver is powered by a main power source with battery UPS backups capable of providing power for several days. There are also redundant signal paths for the data to travel to Melbourne/Brisbane centre via terrestrial and satellite links. As much as I would have loved to have better coverage in the ATC system, sadly the costs involved are not trivial.

All this is to say, ADSB is a great tool, but don't expect that just because you can see it on FR24, ATC can see you on their screens.

So if you can't see or identify the Cessna positively, the pilot would inform you? I certainly would. Nev

I forgot to add in the last post, if you were instructed to follow the Cessna and you don't have them in sight, that's when you tell us.

"ABC, you are number three, follow the Cessna on downwind"

"Looking for traffic, ABC"

Have a look for the Cessna, when you still can't see them:

"Traffic not yet sighted, ABC"

At this point you can expect a new instruction or an update on the position of the Cessna

So if you can't see or identify the Cessna positively, the pilot would inform you? I certainly would. Nev

No, there's no need. That can be one of the other reasons for the original transmission: we know you won't be able to see the Cessna, you're safe to continue what you're doing, expect to hear from us again soon.

If you get to the point that you're ready for base and haven't heard anything from us, then give us a nudge. Maybe we forgot about you, maybe we're busy, maybe we don't want you turning yet.

"ABC, ready for base"

"ABC, continue approach/turn base" (same thing) or "maintain downwind".

If we want to know whether you can see the Cessna or not, we'll say so.

"ABC, number three to a Cessna on downwind, expect base turn on my call, report traffic in sight"

"Looking/traffic in sight, ABC"

Tower says: ABC, you are number three following a Cessna on downwind, expect your base turn on my call.

What do you read back? And why.

Just the callsign will do thanks. "ABC". What you have been given is some information and an expectation, no clearance. It may open up some flexibility if you have the Cessna in sight and let us know "Cessna in sight, ABC", in which case you may get "ABC, follow the Cessna" (an instruction requiring readback). As it's only an expectation that's been given, it may change and doesn't need a readback. If wanted to lock it in, you'd be told to "maintain downwind".

As for why we'd say this, it can come down to a few possible reasons but it's primarily done to keep you on the loop of what the plan is (and reduce the chance of you messing it up...).

1. We may be planning on getting a departure away between said Cessna and yourself, and want to buffer the spacing.

2. We may know something you don't, maybe the Cessna will be doing a stop and go (require backtrack?), or touch and go with practice EFATO? **

3. Maybe you've been cutting it too fine and we no longer trust you to play nicely

The elements of a read back should relate to what can be considered a clearance .

Being a bit pedantic here with words and I'm sure it's what you meant, but, readbacks relate to what is a clearance, not can be/could be/might be/maybe...

**If you're wanting to to some oddball stuff, let us know before hand and we can work it into our plans accordingly.

Learmonth is only active occasionally when there's some left over RAAF budget money to turn into smoke and noise, it's R-Areas are partially active from 20-31 this month but that's usually it for the year...

Like a lot of the North West there's no end of awesome coast line and sparse scenary.

There's some trikes I've seen a few times so maybe I'll be able to get away later in the week for a scenic...

I've been staying in the area this week and it's been good to see some aviation being committed by a variety types...

Remember, the controllers in the tower are there to help, but we're not mind readers. If you don't tell us what we don't know, we won't know.

One of the reasons things can go off plan for us is when what we know and what you know don't match up. So never be timid about speaking up if you're ever not comfortable with something, need some help or something just 'feels off'. I've had plenty of times where something didn't sound quite right on the radio or my spider-senses were telling me there was something amiss, so I ask questions and resolve the uncertainty (most of the time everything was fine and my feeling was wrong, but lots of times right as well...). If you're uncertain about an instruction, a taxi route for example, just say so and we'll slow it down. We'd rather prevent problems than resolve them!

This not only goes for towers but also enroute airspace as well with Centre.

Anyway, back to the point: If you want full length, just lets us know and we'll be able to work it into our plans.

 

Nav/Landing lights on RAA level aircraft do not significantly enhance air to air visibility.

Nav lights for enhanced visibility isn't going to do heaps, but that's not really what they're designed/intended for. Their purpose is being able to decipher whether an aircraft is tracking towards you or away from you (or same/opposite direction), and generally then, primarily in low light/night conditions. For day VFR, they look pretty on the ramp...

Air to air aircraft spotting is always going to be difficult for several reasons: having a moving frame of reference (background), atmospheric conditions, empty field myopia, air frame structures, relative movement (the collision course is going to be the hardest to spot) etc. Landing lights and particularly wig-wags, front on will increase the chances of being seen (how quantifiable that is though???).

But, conflict avoidance isn't always air to air. Consider taxiing out for an afternoon flight, taking off to the west into wind but also into sun, silent radio, lined up, looked up and seeing landing lights, bugger. Ground to air, landing lights assist.

Conversely, after your afternoon flight back in the circuit not long before last light, the air's cooling, the bumpy air gone, radio silent. Turning base to final the strobes catch your eye as your mate enters mid runway for a leisurely backtrack. Maybe the blissful silence of the radio is more operator assisted than first thought... Air to ground, strobes will assist.

Where to cost benefit falls is going to be variable. One day I'll build, will it have lights, maybe?

Preamble: I work in a remote control tower, looking out the windows to see the planes is half of my job. I have windows all around giving good visibility, I know where to look for where aircraft are supposed to be and where they say they are. I have a decent pair of binoculars that are used to spot aircraft.

Seeing aircraft tracking toward the field is difficult to do. Their cross section is small and there is no relative movement to assist in spotting them. For small aircraft, C172 sort of size, they'll be seen at around 10NM out. Same goes for slightly bigger aircraft like PC12s, Kingairs, Citations etc. A B737 or A320 at around 20NM. Add decent lights and these distances are extended around 50% to 15/30NM. Add decent wig wags and the distance increases again. On a good visibility day, I can easily pick up a 737 at around 30NM when they switch on their landing lights (which they do when descending through 10000Ft).

A C208 without lights will be seen at around 10NM, with wigwags, at around 20NM. Good landing lights/wigwags make a big difference when front on.

Wingtip/tail strobes are generally not seen by me outside of the circuit area, but within the circuit and on the runway they definitely standout. Part of the reason I don't see them much away from the circuit is because I'm on the ground, looking up, with the background being the big bright sky. For air to air spotting in my experience (fixed wing and helicopter), particularly from above, they stand out and demand visual attention.

If it's to save your life, get a PLB.

If you want to be able have others tracking your position or use it as a comms/check-in device then a Spot of similar device will enable this, but it comes at a cost. As you've mentioned, there is a subscription fee to use the service, it's using commercial comms satellites and you pay for that usage. The broadcast power of the Spot is also less than a PLB, around 1W vs 5W. Most of the time this won't be an issue, but under a thick tree canopy with storms around, the spot signal won't get through where the PLB will succeed.

As Spot is USA based, if you hit the SOS button, the signal will pass through the commercial comms satellites to get downlinked in the USA, then processed, then forwarded to the JRCC here for assessment and action. This signal path is important because there is risk of unnecessary delays. If there is data congestion on the satellite network (this is why the commercial bit is important), your emergency signal will added to the cue, no short cuts. The details have to be processed in the USA first before being forward here, again risk of delays. I've had a five hour delay in non-emergency messages before.

The PLB signal goes up to the satellites (lots of them, GEOSAR, LEOSAR and all GPS, Glonass, Galileo and I think BeiDou) and down-linked to Australian receivers in Mingenew WA then straight to the JRCC for assessment. Shorter signal path, less risk of delays.

Slight Tangent:

I've used my PLB in the past, at the same time as I activated it, I also called 000 to pass the details. The issue with 000 was that they are not well placed it seemed to deal with a situation that does not have an address, ie a paddock at a Lat/Long or a distance in a direction from an emergency marker. I was on the phone with them for about 5 minutes. As soon as I hung up I had already had two missed calls from the JRCC, answering on the third call as soon as I hung up from 000. They asked to confirm activation, which I did and they said they had y location and were tasking the Helicopter with an ETI of about 30 minutes. It was really chalk and cheese from 000 operators.

But back to where we start, if it's to save your life, get a PLB, and take it with you, I have mine in the car when driving, attached to me when flying, kayaking, hiking etc. Which is to say, don't leave it in a bag in the back of the plane where you can't reach it!

If you still want tracking, get both. They're different tools for different jobs.

PostScript:

Don't rely on your aircraft having ADS-B to lead to a quick, life saving recovery. Even if it's known you're crashed, it'll take hours to retrieve the surveillance data and then to assess it. That, coupled with the large gaps in low level coverage, means having ADS-B while helpful, will not directly lead to a recovery action being initiated.

[/url]http://www.airservicesaustralia.com/wp-content/uploads/ADS-B-5000ft-Coverage.jpg

So far no luck with finding another to go in the Kyneton C172, time for plan B... does anyone else who's flying up from the Melbourne/Victoria region have a spare seat for a fixed wing/helicopter pilot/air traffic controller who doesn't want to have to drive up?

Otherwise plan C will be driving I guess, no where near as much fun...

Thanks All

Kieran

So far no luck with finding another to go in the Kyneton C172, time for plan B... does anyone else who's flying up from the Melbourne/Victoria region have a spare seat for a fixed wing/helicopter pilot/air traffic controller who doesn't want to have to drive up?

Otherwise plan C will be driving I guess, no where near as much fun...

Thanks All

Kieran

Just to add, the offer is also there if anyone wants to jump in along the way between Kyneton and Narromine. Happy to stop along the way at Shepparton, Narrandera, Griffith or somewhere between here and there if someone wants to jump in...

(I don't know how to edit the last post to add it in...)

All the best

Kieran

All the best with the surgery then. I'll be sleeping in the swag under the wing, going to the pub for dinner, a cafe for breakfast and enjoying the (hopeful) sunshine... The offer is also there if anyone wants to jump in along the way between Kyneton and Narromine. Happy to stop along the way at Shepparton, Narrandera, Griffith or somewhere between here and there...

Cheers

Kieran

Hi Folks,

new to the forum, but I'm heading to Ausfly from Kyneton on Thursday, back Sunday in a club C172. I am looking for a fellow flyer to share the flying/costs of the trip if anyone is interested please send me a message. (peterg I already sent you a pm if you're still looking.)

Thanks

Kieran

Hi Folks,

new to the forum, but I'm heading to Ausfly from Kyneton on Thursday, back Sunday in a club C172. I am looking for a fellow flyer to share the flying/costs of the trip if anyone is interested please send me a message.

Thanks

Kieran

Hi Folks,

new to the forum, but I'm heading to Ausfly from Kyneton on Thursday, back Sunday in a club C172. I am looking for a fellow flyer to share the flying/costs of the trip if anyone is interested please send me a message.

Thanks

Kieran