Ironpot
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Posts posted by Ironpot
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Class 2 turned around in less than 2 working days!
Well done CASA!
Credit paid where credit due
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What was the weather like in the area yesterday afternoon?
IMC
Multiple SIGMETs out, Lightning, turbulence under 6000 ….
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well this sounds like a big change for Angel Flight. They will need an AOC. CASA will be licking their lips!
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Tracking north from Brisbane on a superb night - doesn’t get any better for me!
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Ah, I am starting to suspect that somebody may have been knocked back for one here?
Look it may have escaped your notice but nothing is for free anymore and it seems that every facet of human existence has to be licensed in this 21st century. Unfortunately if you deal with anything considered hazardous a clearance can be a hit to your bank balance. Even a “blue card “ costs $100 in Queensland. Dealing with fuel, blasting, tow-trucks etc etc all require some sort of security clearance. Maybe even farming - I don’t know? It has nothing to do with democracy but I agree it is regulation.
Personally, I feel that a the current charge for an ASIC renewal is too high. However if you compare it other security clearances it’s actually in-line, maybe cheap! The cost equates to about 1/2 hr in your beloved bird.
I’m not trying to promote ASICs - I just feel that there is too much undue negativity around them from “liberty” merchants which just helps to drive potential new pilots (event organisers) away. It gives the impression that we are over-regulated and that it's another barrier to entry. We don't need more poor PR.
So if you don’t need an ASIC, and the vast majority of RAA pilots will never need one - NO COST IMPLICATION.
I just don't follow the argument where airfield owners have any increased costs.
It’s not a problem and to conflate it as a democratic issue is just daft!
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On 31/12/2022 at 9:59 AM, Kununurra said:
A quick check of ERSA indicates Archerfield does fall within this category of requiring the ASIC.
Yes, thankyou for that - it proves my point because for many years I’m been in & out of Archerfield 3 or 4 times a month and never had to display an ASIC.
In reality ASIC requirements don’t impact the vast majority of RAA pilots - if any? However, I'm sure we all agree that, as pilots, all know just how easy it would be for some crazy to fly 1000 litres of Avgas into the main stand of the MCG on a match day. So, in reality, we all understand why some form of background checks for pilots are just common sense. The arguments against them are puerile.
But honestly, if an ASIC is an issue for you and is preventing you from flying then you need to get another hobby - life is too short.
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I know most of you know this already but for the benefit of new pilots and students who simply pop in here for information:-
An ASIC is nothing to be worried about - it's not a big deal as long as you have a clean criminal record. There’s a bit of paperwork and a fee which, to my mind, is currently far too high. You need to take a photo with your phone/iPad and its all done online. You have to collect it from an Agent, in person, producing the original ID docs.
Now; it is perfectly possible to aviate around our great nation without an ASIC - some major airfields do not require one - e.g. Jandakot, Camden, Archerfield etc. But a lot of tiny airfields do require you to display your ASIC e.g. Coober Pedy, Bendigo, Quilpie etc. Sometimes it's about AVGAS availability - do you need? ERSA is your friend. If you look up an airfield and it states in Remarks that “This AD is a Security Controlled Airport” then you should have an ASIC when you head that way.
Upthread someone stated that they simply ignored the ARO when approached - maybe not a good idea. The AROs do understand and will help if you’ve simply just flown in for a wiz/avgas etc. My experience has always been that they are great people to deal with. However, be aware that Security Controlled Airports are being monitored by the AFP and they have to abide by the AFP protocols - even if it is Roma!
Also, a lot of places don’t display the gate code anymore. There might be a camera and they want see your ASIC before they give you the gate code - they maybe just can’t let you pass landside/airside even if you have a VH registered aircraft sitting at the bowser.
In summary, it's just not a big deal. You can plan around it, if you so wish, and even if you don’t have an ASIC, a little bit of decorum and simple common-sense will get you through everything except the major airports.
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btw I can't think of an airstrip where the MAIN runway is unsealed and they require an ASIC.
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No ASIC required according to ERSA!
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I overflew Caboolture/Caloundra yesterday afternoon i.e. 125.85 and had the opportunity to listen-in for a while.
FWIW most of the traffic appeared to be for and in the circuit at Caloundra.
I was surprised how little appeared to have ADSB out. However quite a few showed up on AvPlan.
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Would anybody know - which is the busier; Archerfield or YCAB?
just curious
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On 19/7/2022 at 5:45 PM, Kyle Communications said:
Ycab is non controlled and has big glider ops for at least 3 days a week Fri,Sat and Sundays. The tug and the gliders always stick to the grass on the non use side of the runway. On Rway 12 now Rwy 11 they are always on the northern of the bitumin on the grass and everyone else will use the bitumin but mainly the grass on the southern side of this runway side. The tug pilots are very experienced there and we do not get any reports about their operations. They are very experienced and regularly will be flying in to their side of the runway while you are coming in on the other side of the runway. The tug always does a short inbound circuit. Everyone who trains at or knows Ycab knows this. I have been flying there since 2010 and never had a incident with a glider or the tug but I have also landed many many times with the tug on my left. I usually taylor my approach to make sure the tug is in front. Your "incident" most likely was pretty much due to your inexperience flying the aircraft and also flying at a airfield that has many ops and also different type of aircraft. I would be very confident that the tug pilot knew exactly where you were. Ycab has warbirds, gliders, RAA ,VH and VH Experimental also first world war and many other types. Living with all of these different aircraft can be difficult and it really is just experience. Ycab back then there was NO requirement for radio in the aircraft. This has now changed and Ycab is a radio mandatory airfield. Cosider yourself lucky as well because back then when I started we had meatbombers there as well..they finally got rid of them out of there
Yep I agree, YCAB is an accident waiting to happen.
Heli ops inside the active RWS twists my melon! So unnecessary
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37 minutes ago, onetrack said:
I always struggle to get my head around CFIT's involving serious levels of fatalities, flown by "highly experienced, high hour, professionally respected" pilots. You'd think people of this age and experience, who are looked up to, would have better piloting judgement levels.
I always wonder about whether they were always constant risk-takers, living on the edge and zooming through hundreds of scrapes and near-misses - or whether they just become supremely confident with age and hours, their attitude coupled with a large degree of complacency, that means they think that they're so highly experienced and knowledgeable, that basic, rigid student rules, no longer apply to them. I believe the latter is more often likely to be the case.
One thing aviation has taught me is that you shouldn’t jump to conclusions and wait till the facts are established before making a judgement.
But I will find it unforgivable IF the pilot has conducted a Charter without filing a flight plan. The aircraft was down nearly 5 hours before the alarm was raised!?
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4 hours ago, BlurE said:
Sadly Humans are fallible. Even the most experienced, even with checklists. But that control lock design is truely, truely awful. Contrast that with the traditional Cessna design where the lock has a flag that blocks you from putting in the key or turning on the master. Still not perfect but so much better. I know sticks are harder than yokes but some good design could have avoided this outcome.
The Cessna gust lock works well and is handy when you’re at airfields with helis ground-taxying close to your aircraft. I also am a fan of the Cessna yoke but its not perfect.
I had a 6’6”+ passenger in the co-pilot control seat in a Cessna. I’d previously given him the preflight safety brief plus the brief for a passenger occupying a control seat about everything in front of you is live and please do not to manipulate or interfere with the controls pedals etc.
I’d done the preflight checklist, runups, departure brief etc then received the taxy clearance and was holding at the holding point. By coincidence, I’ve developed a habit of mentally and rapidly revisiting my checklist at the holding point: “… strobes/landing lights, code, Controls - fully free … ???“ No they xxxx weren’t - they were solidly jammed … WTF!!!
What had happened was sometime after completing my before takeoff and probably during the taxy, my long legged passenger had decided to jam his knees up tight under the yoke to keep his feet away from the pedals. Made sense to him but had I just taxyed out onto the RWY and started the takeoff run, I’m not sure that I could have solved the issue. Lesson learned!
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“I suspect the kit build and Garmin G3X GNX375 we will use on Rans S21 won’t meet requirements in Australia. Can anyone shed light on this?”
If you have to carry an alternate, currently for private and aerial work( i.e. not Charter) the requirement is one TSO 145 (or higher) or TSO 129 plus ADF/VOR
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8 hours ago, Mike Gearon said:
Hey, that’s good info. If I don’t get through this in USA it’s an option. Today is overwhelmed day. Why the hell am I torturing myself? I’ve learned to fly, speak and write Chinese (not perfect by any means, get around Chinese) and learned to play the guitar (inc bends and slides) in recent years.
All hard. all rewarding. IFR is harder!
Many can’t get past the IREX. I think everybody finds it hard so you’re doing well mate.
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15 hours ago, Mike Gearon said:
That’s a good point.
1. My situation involves an American wife and a deal to spend time in USA each year. So… while I’d like to be in Australia we have a 98 y.o. American mum and Deb has an operation coming up that has to be in USA. (Long story) what to do in USA? Fly!
Apologies - I thought you were in Oz
Here a PIFR allows you to cherry pick approaches so most people omit VOR/NDB/ILS as most airfields with a published approach will have 2 RNAVs.
Recency requirements and renewals are less onerous too.
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3 hours ago, Mike Gearon said:
I’ve just come in from 1.4 hours IFR holds to VOR fix and 1.6 hours total.Huge headache during this because of flying instrument stress and late afternoon but couldn’t be helped because of aircraft breakdowns. I’ll always fly morning if possible.
I was rock solid on attitude, altitude and headings and wind corrections in hold with instructor help. Flew that warrior in to a nice landing. I’m pretty happy 64 year old bones held up well. Might complete IFR while here.
Why didnt you choose to go the PIFR route?
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2 hours ago, Ian said:
Would you know where this is codified/legistlated?
AIP ENR 1.4
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If your destination is more than 50 nm from your departure you may need a TAF for flight planning purposes. If it’s below the minima you may have to carry an alternate.
Some of those airports are a looong way from an alternate.
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"The Bureau has temporarily suspended production of Category D TAFs and airport weather briefings due to COVID-19 impacts on Bureau aviation operations staff. At these aerodromes, forecasts will still be prepared, on request, for emergency services operators. Refer to Aeronautical Information Circular (AIC) H01/22 and the latest NOTAM for detail and operational advice."
More information https://www.airservicesaustralia.com/aip/current/sup/a22-h01.pdf
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ADSB Grant Skyecho 2 etc
in AUS/NZ General Discussion
Posted
I overheard a interesting one the other day:
R75** sailing along at 7600 ft in class G on an IFR route clearly not listening out on Area frequency. ATS warned-off IFR traffic flying at 8000 and they manoeuvred to avoid R 75** using ADSB in.
How good is that?