Pearo

Like I said, people do it. It happens. Plenty of accident reports about it.

Made mince meat out of this one: Serious side, scared the crap out of me. Was doing some circuits to practice shortfield landings. I had just turned final and this thing took a massive dive, no avoiding it at all. First RRM for me. I decided that I would change my T&G to a full stop!! After landing a good inspection of the aircraft showed no damage, but I think the LAME is going to inspect it regardless. Not sure what species it was, but it was about the size of a magpie.

The thing is, people do stall on final. It happens, there is enough accidents in the past that show it. My suggestion to people to see what happens when you stall out of balance is to show that a wing drop or incipient spin is a very likely outcome. As I stated earlier, this was just to prove the point that flying out of balance can be dangerous. Further to my point, if you are low and slow, then why risk it? I personally like to reduce my risks when flying.. Now I say that flying out of balance CAN be dangerous, but that does not mean it has to be. I just last week slipped an aircraft all the way to the ground during a simulated engine fail, not once was I anywhere near stall speed, however I was acutely aware of my airspeed the whole time.

I cant remember what I paid last time, but it was exactly 2 years ago and I thought it was about $60. I could be confusing that with my former Student Pilot Licence though. This time I used CASA's suggested online method and the cost was about $200.

As I suggested earlier, go up to a decent height, do a slip and stall it.... Slipping is fine, just understand the consequences if you stall. Remember, if you stall on final, there is not much room to recover. For a standard approach you should not be slipping anyway. Flying an aircraft is inherently dangerous, why exacerbate the risk? So are you suggesting a wingdrop on final is ok? How many feet does it take you to recover from a wing drop stall? I know I personally can recover from a wingdrop stall in 200ft in ideal circumstances when practicing at 4000ft. There was a good video here just recently showing the potential fatal consequences of a wing drop during landing.

For anyone who suggest not to worry about balance on final, can I suggest you do the following: Find a decent instructor, climb to a safe height, HASELL, set aircraft up in the same configuration as you would for final approach, then stall the aircraft. Try this whilst keeping the plane in balance and also out of balance. You will very quickly realise the benefits of keep the aircraft in balance.. Now I say do this with an instructor, because when you stall unbalanced in the approach config, the plane is likely going to enter a spin. Its also worth doing this in the climb out configuration to see how the aircraft behaves, because the entry to the spin is even more pronounced. I had to do this BEFORE I was sent solo.

I just applied to renew my ASIC. Did the ASIC get expensive or am I just getting old and forgetting what I paid last time?

Well the air is more like 8500, and a wee little 172 with 2 solid blokes and full tanks does not like climbing at that altitude! But it goes to show that the science and math works, was 30 degrees on the ground (@400ft), 18 degrees at 6500. Using the standard lapse rates it should be 12 degrees cooler at 6500, which is 18 degrees!! Not bad eh?

Easier said than done when you have 18degrees at 6500' !!

But the AIP ENR 1.1 8 suggests that there is Class D airports with SSR. So if I transit Class G into Class D with SSR, do I need a unique code or do I use 3000? How do I know what class D airspace has SSR? My experience is limited to YBSU and YBAF, both of which use procedural separation.

They now have IVW, JTV, SPP and SPQ up at Caloundra. I think they also have the C210. Its was a strange day today, lots of haze, lots of really high thin stratus. More wind than forecast, and it was coming from all directions depending on where you were. I flew back from Kilcoy to Redcliffe at 2500 and the OAT was 30 degrees. Far to hot to be in a small aircraft! Had 18 degrees at 6500ft at Jimna. It looks like it was a day for achievements, I did my PPL pretest today and got recommended for the real test!. Not there yet, but I was pretty chuffed. Just to top the day off, another club member took SPP up to Caloundra and I flew up there to pick him up (free flight time!). Opted to let him fly back so I could be a pax. Its the first time as pax in a 172 and I got to stare at the ground and enjoy the scenery for once. You get to know the airspace well, but you dont really get to enjoy the view that often. I was nervous at first being a passenger, but got over that pretty quick.. I am stoked, 40 years of fear is starting to dissolve.. Anyway, I am stealing your thunder here shafs!! Keep smashing it out. Its taken me a while, but I am only really starting to enjoy it 150 hours in!

Hey precog, been meaning to get back here and answer this but been focussed on the study for my PPL test. Not sure where you are at pilot wise, but I am pre-PPL, so take everything I say with a grain of salt. I had the same question as you about a week before you put it up here. I was lucky, because I was involved in this exact conversation with some ATC's in person just a few days before hand... Before I go onto try and explain how I think it works, let me say this. My solution is to give an airborne report regardless. The only real difference is stating the altitude you are passing through so ATC can positively identify you on SSR. I state the altitude I am passing through even in Class G, its become a habit. Now, my understanding of the difference between airborne and deptarure reports is this: If ATC ask you to change frequency, the on the new frequency you give an airborne report. If you depart Class D with procedural separation into Class C with Procedural separation, you will stay on the tower frequency. As soon as you are passed off to SSR class C the tower will pass you off to BNE or MEL Centre, and they will require an airborne report to positively ID you. Even when you get a transponder code on arrival, Centre will always ask you to report altitude so they can ID you. FWIW, just too add confusion if you get passed off from MIL Class C to civilian Class C, you have to provide a report when you enter the new Class C!! Same stuff, (BNE APP, callsign, 8500ft) and Approach will always respond with QNH. BTW: Can anyone confirm any class D that has surveillance? If so, do they require a unique transponder code or do you still use 3000?

What time was that shafs? I did a ferry up to YCDR this afternoon (first time I have been in their solo) and also passed overhead at half 12 on the way to Sunny Coast. I thought it was pretty calm for the best part, bit gusty at circuit height this afternoon though. Was bumpy out west around the hills too, but nothing like those nasty winter westerlies. Well done cracking the solo again. Its good when you get that mojo back!!

Neither a GP nor a DAME are qualified to make a judgement on specialist medical issues. A Dame is a GP, and the 'General' part of GP gives that away. That being said, the rejection of a specialist opinion I would regard as questionable. I do know for a fact from my own process at obtaining a Class 2, that CASA has specialists that sit on the medical advisory team, and there is a possibility of ego conflicts between doctors that are nothing to do with CASA. How you would stop this I have no idea, as it happens outside of CASA as well. I can only assume here that their medical advisers are specialists that work in the medical field and consult for CASA. In my case, I had to have additional tests to prove my asthma was well managed, but my DAME was aware of how CASA would handle it (he himself was a private pilot) and instigated the tests prior to submitting the application. End result was the respiratory specialists for CASA was happy and my medical was issued. Worth noting here, that I am one of those that is certified to fly whilst using prescription drugs!

Also, given the question was about airborne/depature reports and specific airports, I am assuming here the question is not about physical radar coverage, but rather how its used in Class A, C and G airspace/airports? If not, then please ignore my drivel.

Also, re airports like Alice Springs, It is Class D so therefore no radar and separation is procedural. The Class D CTR is from SFC to 3500', and Class D CTA from 3500 to 4500. If you depart into the Class D CTA you give a departure report. Above 4500 is Class C airspace, so the separation is RADAR/SSR, so if you depart into the Class C CTA you need to give an airborne report once in Class C

Class C has radar, Class D does not. Class G had no radar or towered operations. Most Class D airports have a radar feed, but it comes via canberra, so the delay means it cannot be used for separation. All Class D airports use procedural separation. The giveaway here is the transponder code. Worth noting, if you are departing Class D CTR into Class C CTA, you will need to obtain a code on the ground, then provide a departure report in Class D, then an airborne report in Class C.

Think about that for just a sec. Prior posts here admit to lying and cheating the system. Casa employed doc aint stupid, case employed doc knows people are cheating the system. If I was casa doc, I would trust no one either, especially after reading this thread.

Looks fairly different to the Class 2 medical I have. For a start, you dont need a DAME. CASR Part 61 provides for an additional medical standard called the Recreational Aviation Medical Practitioner’s Certificate that allows appropriately licenced pilots to exercise the privileges of the recreational pilot licence without the requirement to hold a CASA Class 2 medical. The Recreational Aviation Medical Practitioner’s Certificate is based on a modified unconditional driver’s licence medical certificate for a private motor vehicle. How to qualify To qualify for the exemption, pilots must register online with CASA (which must be acknowledged by CASA), and renew, a modified form of unconditional private motor vehicle driver licence medical certificate known as a Recreational Aviation Medical Practitioner’s Certificate issued by a medical practitioner. Medical examination You will need a Recreational Aviation Medical Practitioner’s Certificate confirming your fitness to fly, issued in accordance with the conditions in CASR Part 61 and Part 67 subpart D. When applying for this medical, you must tell the doctor of any condition that may adversely affect your ability to fly safely. Examples include but are not limited to diabetes, epilepsy, heart conditions, stroke, eye problems (such as cataracts), psychiatric disorders, blackouts or fainting. The certificate issued by a medical practitioner uses the uniform Australian private motor vehicle unconditional driving licence medical standards contained in the Austroads Inc. publication Assessing Fitness to Drive for Commercial and Private Vehicle Drivers, but modified by additional CASA-designed medical standards. This type of medical examination can be undertaken by any general practitioner and is similar in form to the Austroads Inc. driver licence medical examination.

If you have and RPL with CTA endorsement, is the endorsement still valid a drivers licence medical? I just had a gander at the CASA website and it seems to suggest that your only restriction is you must remain below 10000' AMSL. I have not looked at the CASR's though.

OR have mental conditions and fly a plane full of PAX directly into the ground . A drivers medical would be perfectly sufficienct, in fact its probably better than a class 2 medical given that you are likely to get it from your GP who actually knows your health history.

This gave me a good laugh. At YRED when landing on 07, you are basically flying into a school on the base leg!!

I think its obscene that RAA no longer has CTA. This would have to be one of the single most stupid decisions I have seen from CASA. Its not only preventing perfectly capable pilots from utilising the airspace, its outright dangerous in the fact that people become afraid of CTA rather than utilising the benefits provided from ATC. I also dont think a higher medical should be a condition of gaining access to CTA, the current rules are fine for recreational purposes. As long as your aircraft is fitted with complaint instrumentation, this should be sufficient. With the increasing costs of GA, RAA is and will become the defacto standard for training new pilots. CASA needs to make this work. I do have a few issues with RAA and I have been loathed to say it here to date, but the main one is the body itself handling accident and incidents. There is a good reason that the ATSB exists, and that is so it can make independent decisions on safety without bias from departments like CASA. The same arrangement needs to exist for RAA.

The wingspan of the aircraft is clearly 150ft. Not sure what you are talking about.

Crazy as in people dropping in on each other, aircraft entering when others are on late final, conflicting circuit operation... I spend enough time both at YCAB and in the CTAF airspace.