Happyflyer

This one is a good read, and it’s free!

http://airpower.airforce.gov.au/APDC/media/PDF-Files/Heritage%20Series/HTG22-The-Joys-and-Dangers-of-an-Aviation-Pilot.pdf

He had almost completed his training , now this ''training could have already advanced beyond the solo stage and he was doing his navs with the instructor in a two seater ,,,BUT on a lazy sunday would just beetle about the local area in his own 95,10 ,,,nothing illegal about that and I done it myself.....

CASA would certainly pull the plug on that here!

A safety poster on the wall of a military helicopter training unit:"If you fly single engine aircraft over water for a period of time, sooner or later you will get wet"

As part of our exemption from the maintanence requirements of vh rego we are required to always fly within gliding distance of a safe landing option.

Forever Flying. Bob Hoover.

I could never be so lucky again. Gen. James Doolittle.

Both brilliant reads.

Nev. I agree with your sentiments but the RPL is not ICAO recognised and RAAus aircraft can fly in CTA now, so you can’t really use those arguments.

I agree RAAus should stick to its core instead of moving into GA areas. Lobby for class G corridors through CTA and military airspace instead.

What a mess this whole Ra-Aus thing is. It is incredible that so many people...including instructors...have no idea of the rules regarding their operations. Incredible and a very sure sign that things are still far from okay in my opinion.

This would be a pretty rare issue. Not too many students have their own single seat aircraft. I’ll be interested in the detail if it ever comes out.

If you want to enter a spin. Just stall the wings and add a boot full of rudder ( yaw ) and get ready for spin recovery. No need to stall one wing only.

Royal Newcastle Aeroclub apparently still going at Maitland NSW. GA and RAAus.

RNAC Fleet | Royal Newcastle Aero Club | Charter Planes & Joy Flights

An unusually detailed statement from the ATSB.

ATSB executive director of transport safety Nat Nagy said the circumstances of what happened were not yet fully understood.

"On Saturday in the afternoon, a Cessna 182 aircraft with two people on board departed Sheffield for a private airstrip near Tomahawk," he said.

"Just prior to arriving, witness reports indicate that they conducted a number of orbits to the south-east of the field, and then went about a number of attempted approaches to land."

Mr Nagy said the plane landed then half way down the strip.

"It subsequently bounced, and following that the pilot did what's called a go-around, where they increase the power and attempt to climb out," he said.

"As part of that climb out, the aircraft failed to climb above a tree towards the end, or rather past the end of the strip, and they did hit that tree, and subsequently came to rest on the side on the ground there."

He said ATSB investigators would remain on site for two to three days.

I simply cannot disagree with this comment. With all the runway we have at Caboolture, I have still not been able to bring myself to climb out a best rate of climb in my plane which is 54 knots. Even at 65knots, I am at 500' at the cross runways. I just cant bring myself to pull the nose that high whilst so close to the ground. At 54 knots it feels like she is standing on her tail and I just can't do it that close to the ground. I always wonder if the fan stop at that steep angle, will I have time to get the nose over before it is to late.

I would have to say that your reasoning is not correct. The GP or even specialists doing assessments have NO capacity to use their judgement as to how fit or otherwise they feel you are to fly.That’s a big problem part of the CASA system.

 

The doc examines you and fill out a form which has tick boxes or boxes for findings etc. as to what they find when they examine you.

 

They are not allowed to use judgement.

 

When the examination is done if you have got ticks in all the boxes then you pass. If you don’t then the doc ( of whatever persuasion he /she is ) is not able to give you a pass based on their feelings about your capacity - whether they feel you are fit for your age or not.

First thing I was taught in RAA was "immediate nose down, maintain airspeed" and I think in all BFR"s this has been checked.I was at a club safety meeting a few years ago and the (GA) CFI stood up and said to all and sundry "What's the first thing you do on engine failure?" .

Answer "Use momentum to climb".......

 

I can really see problems with GA pilots coming over to RAA aircraft....

 

Hit the "I" icon in the top, right of vid and cast your vote!

Exactly...it’s not the fact that the wings are no longer horizontal that causes the lower wing to stall first...it’s the fact that it has slightly lower airspeed because it is on the inside of the turn...

A quick check n Google shows this RAAus Champ which appears to be on line.

ADELAIDE BIPLANES

Interesting article just found on Bush Flyers down Under, about the media's poor journalistic performance on the Hawkesbury Beaver crash -Plane Truths and Knee-jerk Reporting

As every pilot knows, there is an inherent relationship between speed, angle of bank and the load factor the airframe can withstand. The tighter the turn, the greater the angle of bank has to be, the more stress on the structure, particularly the wings. But because the wings are no longer horizontal, the lift generated by the inner (lower) wing is reduced, and that wing may stall.

1. The tighter the turn the greater the bank angle has to be. Not true. I can tighten a turn by turning at a slower airspeed for the same bank angle.

2. Because the wings are no longer hotizontal, the lift generated by the lower wing is reduced. Not true. In a level, balanced turn both wings lift equally. I can stall in a level turn with no wing drop. Try the same out of balance and you may regret it.

Yes you are quite correct about the 5 hrs solo to certificate,,,it,s the ******** hours after that ,that greedy cfi,s convince newbies that they are ""required to do in the schools 2 seater with an instructor sitting next to him twiddling his thumbs counting the dollars in his mind that are NOT a requirement of RAA op manual

Just for the record...from the current ops manual:

Section 2.06 - 2

 

ISSUE 7.1 –AUGUST 2016

 

PRIVILEGES OF A STUDENT OR CONVERTING PILOT CERTIFICATE HOLDER

 

3. A Student or Converting Pilot Certificate holder, or an applicant for a Student or Converting Pilot Certificate, may:

 

(a) undergo dual flight training with an Instructor who is supervised by a Flight Training School or Satellite Flight Training School in accordance with the appropriate syllabus of training provided in the RAAus Syllabus of Flight Training.

 

4. A Student or Converting Pilot Certificate holder, or an applicant for a Student or Converting Pilot Certificate must not conduct solo flight as the sole occupant of a recreational aeroplane unless:

 

(a) a Student or Converting Pilot Certificate has been issued; and

 

(b) they have attained the age of 15 years; and

 

© they have passed a written pre-solo air legislation examination; and

 

(d) the flight is directly supervised and authorised by at least a Senior Instructor with approval from a CFI.

No.

You can fly solo as a student under supervision of an instructor. In fact it is a requirement of the training.

Looks like single seater, so would have to be a solo flight. Wonder if he was converting to type? Perhaps from GA.

The Chinese are perfecting an Aluminium/Graphite Dual-ion battery (AGDIB) for commercial production in the very near future. This AGDIB has 200% better energy density than any current Li-ion, is 50% lighter, and costs 50% less to produce than Li-ion batteries.

In addition, it's more environmentally friendly than Li-ion, and is unlikely to see raw material cost spikes - as has happened with Lithium - because Aluminium is cheap and plentiful.

 

It's a big step forward in the EV field, and it's highly likely we will see it in commercial production within a couple of years.

 

https://phys.org/news/2016-10-efficient-dual-ion-battery.html

There is an a LL endorsement form on the RAAus webpage.

https://www.raa.asn.au/storage/1-low-level-endorsement-fillable.pdf

It isn’t on the basic syllabus for RAAus or GA (RPL,PPL or CPL). Probably because widespread LL training by every instructor would result in more problems than it would solve.

I don't employ scare tactics . I just try to make sense of what is being put forward.Following Dick's statements and trying to give some cohesion to them is not easy, at least I haven't found it so, At no point does he provide a clear, articulate and complete proposal; it comes out in disjointed bits. If you have been following the discussion on the other site, you will have seen one contributor doing his best to nail Dick down to the details.

 

Despite his affection for the US and Canadian systems (which are different) Dick also seems to favour Australian variations.

 

It was under Dick's management that Tx were introduced to E originally and he seems to be arguing for more E on the basis of IFR receiving all traffic details. To me, that means Tx's.

 

Personally, I can't see any chance of the Tx requirement in E being lifted but can envisage ADSB becoming mandated for all aircraft using that airspace if it is expanded as proposed.

 

That's how I see it.

 

Kaz