Letitia

Hi Ada, Could you please let me know where you got your formula from? After looking at the FAA Aerodynamics of flight PDF I can’t seem to find the formula you’re referring to. I would like to point out that I wasn’t particularly concerned about how much time it would take to you to perform 180 degree turn. I’m more worried about your VSI is doing during a steep turn and what happens to it when you increase AoB. The only safe, practical way I can see of making the turn would be by carrying out a stall turn; which we aren’t allowed to perform so it’s sort of a moot point. Don’t forget about how angle of bank affects your stalling speed. If you were below 500ft and you lost your engine right after take off your initial reaction should be to lower your nose and gain much needed airspeed and if you landed straight ahead you would be on the ground a minute after losing your engine. If you then decided to put your aircraft into a 30-60 degree turn you would also have to increase your ASI because the increased AoB causes an increase in LF which increases your stalling speed. The example I used was that if you were flying at 60kts it should give you a descent rate of at least 500fpm. If you were to increase your turn by 60 degrees you increase your LF to 2; so if the aircraft originally stalled at 45 kts it will now stall at 90 kts. So to compensate for this you push your nose further forward to increase your ASI and because you have done this your VSI will increase to greater than 500fpm; lets use 600 fpm then it would take you 50 seconds to land. Plus if you have a delayed reaction of 2-5 seconds that’ll cost you a hundred foot or so. So after you’ve lost an engine at 500 ft then you’ve lost at least 100ft to delayed reaction then you decide to perform a 180 degree turn you’ll only have 400 left that you can perform a turn in and straighten up in and land which you would have to do in 40 seconds. Why don’t you test it out with an instructor? Go out to the training area and fly at 3000AGL add 300-500 ft to that so that you’re at 3300-3500AGL simulate an engine failure and see if you are able to perform a 180 degree turn in 300-400ft. And no, don’t stall turn the aircraft. With the point on LL. I was not trying to say that flying along the runway at 80 kts is a good idea and is a fail-safe for loss of height or that you shouldn’t learn how to fly at a slower ASI at LL. Flying at various airspeeds is essential knowledge whether it is at 50ft or 30,000 ft. I’ve trained mostly low time RAA pilots in LL (Yes they meet the minimum requirements set by RAA) and these pilots often end up; once completing training; west mustering cattle in RAA aircraft. The reason I get them to fly fast is because I know a lot of them will while mustering do something silly like look over their shoulders or fly into the sun or get distracted by drift or whatever. The point of making them fly fast is to ensure they transition into and out of low level smoothly without too much hassle and without spending too much time down there before they get back up to height and spot cattle or whatever it is they’re doing. The point I was trying to make; and I’ll use it in an example; is that if I was flying along at 50ft above the ground and lost an engine and I pulled back the stick to gain height (I have no experience gliding and do not have an opinion on how to operate them. I assume the EFATO for a glider is similar to a Thruster where it’s stick forward and try and gain airspeed and land pretty much underneath yourself) say 200ft so I was now at 250AGL all I would have succeeded in doing would be giving myself an extra 3 seconds to think and increase my ASI before I would have to land again. If you look at the other point that was made of flying at low airspeed at LL no change to this assumption would be made except that instead of being to gain some height I would be landing right where the engine stopped, so there is no time to turn back. And with your last point RAA is different to GA. They have aircraft which are half a ton in weight; minimum. You would have noticed that when you fly the Foxbat you get no real lag between when you apply power and the aircraft climbing. This doesn’t happen in GA aircraft. When you fly GA aircraft you’ll get beaten over the head by instructors who will tell you that once you retracted one stage of flap and before you retract the next stage you must ensure you have a positive indication on your ASI. This is due to delay in reaction of the larger aircraft. While I was doing circuits in a C210N on the weekend I had this problem. After I applied full power I have to wait for two seconds or so for the ASI to increase and the VSI to show a positive rate of climb indication before I retract flaps and undercarriage etc and even then you wait after each retraction which can scare you a bit if you’re not used to it. The same thing applies to the circuit procedure right after take-off. Before you pull back power you check to ensure you have enough airspeed (or you lower the nose) before you reduce power. This can become an issue if pilots haven’t done a proper weight and balance chart. If someone were to have loaded the aircraft so that it exceeded maximum weight or so that its CofG was aft of its limit you increase the risk of stalling or spinning the aircraft. Don't forget as I said in an earlier post I am in the process of finishing a CPL and as such I'm still and will always be learning. So if you think I've made a mistake with the explanation please let me know and we can clarify the issue.

Dear Ada, Hope this helps. I had a friend explain the reasoning behind this problem to me mathematically; A standard rate one turn takes 2 minutes to perform. Logically that means that if you’re trying to perform 180 degrees (half of a full turn to make a runway) the turn will take one minute to perform. Now when you lose an engine in the Foxbat after take-off you automatically push the nose forward to increase the AIS to 60 kts (that’s the speed I train my students with; yes it’s faster than normal but it’s safer. Your instructor may give you a different speed) increasing the AIS will put you into a descent with a VSI reading of 500fpm minimum. So, if you lost your engine at or below 500 ft it would take you 1 minute to both finish your turn and lose 500ft so you would end up impacting the runway before completing the turn (This doesn’t include increase in weight in a turn greater than rate 1 on increased IAS, but either way you wouldn’t make it). The same thing will apply to both Vx and Vy just be aware of how far your nose will have to drop to bring the ASI back to a safe speed which should make your descent rate greater than 500fpm. This reasoning doesn’t include the 2-5 seconds it takes for you to act after an engine failure. Usually the initial surprise and shock make you hesitate slightly and will cause you to delay your reaction. Also remember what type of aircraft you’re flying. I have a low level endorsement for RAA and while I was training for the endorsement part of the training involved simulating an engine failure while at low level. What I was trained to do in the event of an engine failure at low level was to pull the stick back to gain height. One of the things you’re taught in low level training is “If you want to fly low, fly fast. If you want to slow, fly high”. What this means is that when you are flying at low level you fly at normal cruise speed or higher so in the Foxbat I will be at at-least 80 kts so that if I lost an engine I would convert my excess speed to height which produces about 200-300ft of height which I get to play with. This; however; will change if you fly better aircraft. I asked Matt Hall how much height he would gain if he lost the engine in his aerobat. The answer he gave me was circuit height; that is with an aerobatic aircraft he would be able to gain roughly 1000ft and have plenty of time to do a full circuit before having to land. Also, have a look at performance charts. When you were training for straight and level flight your instructor should have mentioned the PAT and APT graph. P=Performace, A=Attitude and T=Trim. This represents the ways to adjust your controls during every stage of flight. That is everywhere in circuit except when you level out you adjust your controls in the following sequence; power first (apply full power), then attitude (at right ASI pull the stick back and climb off the runway) and finally trim. This however, changes when you reach top of climb where you adjust the attitude first (push the stick forward and gain airspeed), then power (reduce RPM back to cruise) then trim. This is because in heavier aircraft C150, C172s whatever you flying you must increase ASI so that you are fast enough to avoid stalling the aircraft. If you adjusted power first instead of attitude at the top of your climb there is a very real chance you could stall the aircraft and at 1000ft AGL when you are also entering a turn to make a down wind leg you could also enter a spin. So the question is; can you could get out of a spin or stall at 1000ft AGL or lower? Just so you know CASA applies restrictions on novice aerobatic pilots for both training and competing. From what I’ve read novice aerobatic pilots who compete in the championships are required to perform manoeuvres at a minimum height (which I believe is 3000ft AGL) which includes both stalling and spinning manoeuvres. Letitia

Hey Ada Elle, I've used the following text books for my RA-Aus, PPL and CPL exams. For RA-Aus I used the John Brennon tutorials and found that they are pretty helpful. I used to read them a lot more when I was studying for the RA-Aus exams and they helped my grasp the basics (back then being very young I struggled to understand a single concept) plus they're free. I used to like to read the RA-Aus magazines and the Flight Safety magazines and review the accidents and incidents to try and develop my understand of the causes and symptoms of the accidents/incidents. I have the RA-Aus Dyson and Holland books. I found these books to be very detailed and dry. I personally didn't enjoy reading them as they seemed like a chore as it deals with facts, number and figures (I read these when I was 14-15 and finishing high school). I also read Jim Davis' PPL book. The book is written like a conversation but I found that in some cases didn't have enough information and it also contains quite a few comparisons between South African law and Australian law. Bob Tait released a RA-Aus text book last year, I don't know much about this book as I haven't read more than a chapter. For my RPL and PPL exams I used predominately Bob Tait's PPL and GFPT text books (and completed a course with my local flying school). Personally I like Bob's text books. But I feel sometimes the text books don't explain certain sections in the depth I'd like so I'd often reference other books. For my CPL exams I used Bob Tait's text books. I like these text books. They have all the information needed to pass the exam and the are very easy to understand. I also bought the Aviation Theory Centre text books and used them as a reference guide for sections of Bob's books that I either didn't understand or sections I felt didn't go into enough detail. I find the ATC text books are just as in depth as the Dyson and Holland text books are. Beside these text books I also bought Bob's online practice exams and the Concept Aviation practice exams. I found with a combination of text books and after completing enough practice exams and taking plenty of time to study I passed all fine. Bob also runs full time courses for PPL and CPL. I did two of my CPL exams (Performance and Aerodynamics) with Bob and I found them to be well worth the money and effort required. For my IREX exam I'm planning on using Bob Tait's text books and buying his online practice exams. As for the ATPL exams I have found three options. The Advanced Flight Theory School (in Maroochydore) is recommended by most of my friends (who've studied on the full time and part time course). But the ATC and Rod Avery also sell the ATPL books which are also recommended (online, not by friends) Hope this helps, Letitia

Hey Doug, Most people who come here just park their aircraft on the tie down lines (if you can find a spare spot). There are about five hangars at the airport, all of which are rented by various people. Try your luck with one of the local operators. Calibre is to the south and about 5-10 km out of town, they mostly deal with helicopters, so you may not be able to find anything. Aeroprofessionals has the Ag planes. They are about 10km to the west. Their strip is fully gravel (you can see it when flying a base leg on 06). The only other guys are CHAS 10km to the north. They are Ag operators too but their strip is fully sealed. However, saying that if you are based at one of the mines in Springsure, Blackwater, Mooranbah etc. check whether they have their own strip and if you can get permission to land and park your plane there. As for local security; you are going to have some fun with that. To get the gate code you have to see the council and sign a form saying that you will not divulge the code to 'any individual' and that you understand the consequences if you do. Every three months the gate code gets changed and you have to re-sign the form and get the new code. If you don't come regularly you have the option of not getting the gate code but as said earlier you will have to call the council every time you need to go air side to be let in. Have fun and all the best, Letitia

Hey Keith, After looking at the program; looks like its going to be a lot of fun! Plus, it's a good excuse to catch up with everybody that I haven't seen for months :) Letitia

See you there Keith (Unless the weather closes in...)! Letitia

Keith. Please, please, please do not spend $20,000 + on this just to be screwed over; please (Don’t get me wrong; I know of a couple of RA-Aus instructors who have done the same thing to their students). I find this whole RPL thing to be completely useless. I think that anyone wanting to convert should just attempt a PPL (unless you are unable to hold a valid Class 1 or 2 medical then go for it)! I think that RA-Aus and CASA should remain separate and continue to offer their services irrespective of each another. RA-Aus is currently very unstructured and offers pilots a chance to experience flying without worrying too much about the hassles of CTA/CTR, ICAO and CASA, all the rules etc. also seem to be unflustered about low flying, mustering etc. However, by the same token GA flying is just as rewarding. More passengers and general storage space; more speed and HP; the ability to fly into controlled airspace; aerobatics; mustering; low-level; formation etc. (you can get some of these endorsements with RA-Aus). However, with this type of flying you have to be much more aware of the rules. You have to know your AIP, the CAO’s and CAR’s and there is less chance for error. They demand so much more of you. Lately, I have been wondering which flying schools will be awarded a Part 141 or 142 by CASA to carry out this training (to the best of my knowledge; currently; none exist)? I doubt that it will be offered to any RA-Aus training facility. This then raises for me a couple of issues. Under the GA system to be able to instruct a student you would need to hold a current CPL and have a current instructor rating; Class 1 medical; English speaking test; radio/telephony licence; required endorsements etc. (None of this includes the requirements for the actual training facility; COA’s etc) Under both the GA and RA-Aus training syllabus the instructor signs you off when you are deemed competent! Now having just gone through the GA process myself with a couple of different flying schools I can tell you this is a very grey area. The flying school has to acknowledge your RA-Aus flying hours (It is in the rules and can include any 24 or factory built aircraft hours. 19 or home built hours do not count.) but do not have to sign you off until you are deemed competent in a VH registered aircraft. This is why some people take 5 hours to convert to GA and some take 50. It all depends on your ability as PIC. I also suspect that training will be conducted in Class D or Class C airspace so extra time is wasted in airspace and aircraft familiarisation. Any instructor who knows his/her stuff will also test your procedures. This includes emergencies, circuit procedures; precautionary search procedures; everything! The whole thing about GA flying is you must know what you are doing at all times… all the checklists BUMFTHAW, HASEL, FCMOST, CLEAROFF, DIVERT etc. All of them MUST be done and done accurately! And let’s not forget the compulsory 2 hours of instrument flying. Just so you know. RA-Aus does require the same standards for GA pilots converting to RA-Aus. Most of the RA-Aus instructors I know prefer to put their GA students into heavier feeling aircraft; like a Jabiru instead of the Savannah’s, Foxbat’s, Texan’s etc. because they generally feel heavier and are easier for the GA pilot to handle (mostly during landing)! (They also have slightly more lag time in the control feel. Air cooled engines much like the Continental and Lycoming’s; where you are required to think about engine cooling and heating). The rules tell us that we must do a minimum of 5 hours instructing with our students; however, once again it’s all competency based. If the student can’t handle the situation then we spend more time with them until they can fly without hurting themselves, someone else, the aircraft etc. Please also note that to best of my knowledge all VH registered aircraft have to be maintained by a qualified LAME unless the aircraft is experimental. However, to maintain an experimental aircraft you need to have completed the relevant course by the SAAA. So even if you do use a VH registered Ultralight it would need to be registered as an experimental (to do your own maintenance) and you would legally have to do the course(s). On top of this you have all the overheads to pay for. The ASIC (renewed every 2 years), the annual maintenance (unless you break something; in which case it’s more), the Class 2 medical (depending on your condition to be re-done every 6 months to 4 years). I think that if you are willing to fork out so much money for training why would you want to get the RPL? It is basically the same as a GFPT! (You are restricted to 25NM, probably still have to do a check flight every month (3 landings), not allowed to navigate; however, I am under the impression that you be allowed to sign out the MR like a PPL! (Not sure yet if this is true…)) I think that if you have been trained correctly by your RA-Aus instructor you should technically use the same amount of time training for this RPL to obtain your PPL. If you look at the training syllabus you are required to do the same amount of training time in the VH registered aircraft as the RA-Aus aircraft (20 hours for the test and another 20 total for pax and navigation). Looking at the cost also makes me scratch my head… it can cost you anywhere between $150 an hour (Ultra-ultra lights; Drifter, Thruster etc.) to $350 an hour (Modern Ultralights; Savannah’s, Jabiru’s etc.). Compared to the cost of GA training (The cheapest I’ve found $300 an hour (C172 older model) to $500/600 an hour (C172 new models to SR22 etc. (Twins are worse L) However, if you do choose to get this RPL please just remember to do some research and find yourself a decent GA instructor who will assist you and not attempt to screw you over! Letitia