SSCBD

I like the guy that had his wife do all the checks and confirmed wheels down. Then of course he went flying without her a crashed wheels up. No Joke. Simple if you fly one type of aircraft all the time you should have your own mnemonic like this example for ga The checklist Many of the steps in the pre-landing checklist are double-checks to eliminate the possibility of unexpected failure of the aircraft. Other steps convert the aircraft from a configuration that is optimised for economical flight to one that is safe for landing. Since landing is the most dangerous stage of a flight, it is important to be pre-warned if an engine failure may be likely to occur or to deal with any problem at this point. The checklist of actions is given below in its most complete possible form. O-B-U-M-M-M-P-F-F-I-T-C-H-H O - Open carburettor heater B - Brakes free U - Undercarriage down and locked M - Mixtures M - Magnetos M - Master switch P - Propeller Pitch F - Fuel F - Flaps I - Instruments T - Temperatures and Pressures C - Close carburettor heat H - Hatches or doors H - Harnesses AND others available to be used as required for you flying and aircraft type. Cross Country Preflight Information: RAW FAT Runway lengths Alternate airports Weather and Weight / Balances Fuel requirements ATC or Radio calls Takeoff and landing distance data  Engine Runup and Ground Check: CIGARS Controls Check Instruments Set Fuel amount and in total mins flying Attitude (flaps, trim, etc.) Runup Seat, belts, doors Secured  Engine Failure: PL(ease) START Pitch best glide Landing site Seat belts Troubleshoot Approach Radios Touchdown Configuration  Engine Restart: Gotta Mechanic Comin'; I'm Pissed Fuel Mixture or tank left or right Carburetor Heat Ignition Primer / choke off Spin Recovery: PEARS Power Idle Elevator Forward Ailerons Neutral Rudder Opposite Smoothly Recover

I will try and find and post the pic (don't have time now to find of the dash mounted flip plastic checklist (had up to 10 things from memory ) that was brilliant, and a flying school was using many, many years ago. This was for TAKE OFF and LANDING for small aircraft including retract landing gear. You flicked the plastic named tab to confirm EACH action - simple - with no error for stuff ups - and your head up and outside and not looking at your knees in the circuit .

Good question, Guessing it can be done because the international aviation agreements with USA etc. However, you got into the country so that's half the battle. Pick up the phone and call CASA . That could be fun.

OK - I will make one more comment on reading above. I know of airstrips that require you call first and must have say 150 hours of experience and other conditions that may be required before you are even considered to be allowed to land or not. This is also for GA PPL. And as above, ringing and asking the caretaker, or even another say pilot the condition of the strip = come on really - you all sound like a bunch of lawyers - where has the Assize way of TRYING TO DO THE RIGHT THING and help out. If this keeps up, what are we doing flying at all? Really. The caretakers I know usually have more experience than most of RAA or pvt GA guys anyway. BUT what this has shown, as a few of has have tried to point out, is the vast difference in RAA aircraft have in performance and how a 100kg extra weigh say with pax and fuel makes to some aircraft. Throw the weight out (pax) and this incident would not have happened as the performance would have increased greatly. Maybe we should, "not let low time pilots carry non flying PAX" till they have say, 150 hours of experience AND with more "diverse operational experience and conditions"? and make sure they understand with non tar grass strips or real bush / country strips, not ALA's. Will this save an innocent life? this is my highest concern. In other words and answer truthfully, would you let your non flying daughter of son for example fly with anyone that have got a new shinny license and low hours.

To be honest CASA’s godlike status it sees itself in Australia just makes my eyes glaze over. This is not a hard one considering England has already done it, and why do we have to rehash the whole damn thing. The English are anal-retentive in flying. So why do we need to set up a whole group and thrash this thing out and go over it again, and waste how much time. CASA has the stats from England it’s not a biggie and I can assume that a few bureaucrats are going to stake a claim to build a little kingdom that they’re doing this in Australia and make it big deal. It’s no biggie. Casa has always overcomplicated everything introduced rules just because they can some make sense some don’t. I would like to see someone in CASA act to simplify operational rules for sport aviation and for private GA, just one for example, how about all controlled airspace near have a low level corridor that allow aircraft just to fly through and just report at reporting points as a general call, instead of getting specific clearances.

"Do I allow certain pilots to use it" Yes Frank Me. And in my old age and with my failing skill level I might need all three of them. As I have had my RAA BFR by a CFI approve me literally in 3 mins and 27 seconds - exactly one circuit. And I did not know this CFI from a bar of soap. Love some of the standards these days. However, I believe that the polite and correct thing should be for most pilots is to call to ahead and ask condition, like most people do in the back blocks especially after rain on PVT grass strips as common courtesy. I also admit to also just landing on any strip without asking to find a tree when needed and blasting off again. Going on a tangent - So some common sense and liability laws have to change, or we will all end up looking at aircraft on the ground only and not flying - that's the real problem I am so sad to say. Two distinct problems here with this thread - one argument the grass should of been controlled and cut, but (exactly how high was it?? have not read the height. And - The pilot should have aborted - TWO distinct errors is see here. So if all here are the judge and jury which is the guilty verdict going too. PICK One only. However common sense and liability laws are at the far ends of each other these days, I am sad to say. Another open ended question, why are the liability laws so stupid?. Why cant I hit someone over the head if he is breaking into my house at night???? and I get charged with killing him if I do, or do I get my throat cut and then complain after. The law seems to me these days are on the crims and minority's side and not the citizen who is trying to do the right thing. The system is broken!

Here is you answer - 30 years ago we had only one seat and you could just kill yourself, today you have the unknowing pax who really has no idea with those big "dear eyes" thinking the driver even with low hours is competent and skilled. However anyone today that wants to try the nasty widow maker toys back then please go ahead, all with zero two seat training and just so under powered and see how many good old bold pilots survive. Also please define your statement of - the privilege of free flight?

Well I have died 4 times then. Using 8 years / death / membership / flying ultralights . Damm did not know it.

My question is how many students are joining monthly? And how many pilot certs are issued monthly? Not from GA. Be interesting also how many real dual "training hours" are flown from every school in Aus on a monthly basis. NO BFR's Would give us the health of RAA sport training aviation. Which I suspect is not good except from a few schools. Its not hard to compile and would be useful for GA comparisons and CASA arguments to the membership. Or it could be very scary

auadvance - probably not a good idea to expand on these techniques, lets say its high risk techniques with low level flying, as this should be done in person and in a training exercise with competent CFI, as many low hour pilots flying by themselves would exceed their skill set and have a incident.

Pilots Who Fly Tail Draggers are Gods of the Air, have Real Skills with Large Gonads!

Ryan Thank you for your reply to me above. I am not picking on you, but you are not getting the points. Here are some facts - However, first I suggest you re read the ops manual on "incidents" and fill one in on yourself to the RAA. That was my point but you did not pick it up. People do not blame everything including the tools or machines they use. I understand completely you think that maybe a 100 hours with 60 on type is sufficient to be bullet proof, but all the guys here with thousands of hours and experience only get that way because of right decisions, fear, and a bit of luck and more right decisions. A hundred hours is nothing and I am not being rude to you at all. HERE is where I think you are inexperienced in the operation of the aircraft and your decision to GO ON, is when you ran out of airstrip and did not abort much earlier as you did not accelerate normally in long grass. That is the point some of us are making. As above you pick a point of if not airborne - abort takeoff. As you have posted a "WE" you also had the responsibility of a life of a pax. I suggest if you disagree with me, you sit down with your local CFI and go over it in detail and see which side he comes down on. Again not picking on you - just trying to open your eyes.

Should have a drain or be able to open and check , not uncommon for operations on floats to have SOME water in them and pump out. Some are cracked or pierced by hitting things like a bloody large turtle that appears from below on landing or logs on takeoff. Split an amphibian Beaver metal float. I also know another guy that hit 3 TIMES a well marked boat mooring, (same one each time), he left after that. Regarding the wheels up reporting. I personally am not my brothers keeper. I object to being the police on things that are not "life threating" or just plan stupid, and has wheels up happened to many pilots. I expect he will never ever do it again. Yenn, Your comment on WHAT LESSON to be learned interests me please explain?

Ryan - what aircraft were you flying, and what is your experience, eg rating, hours and aircraft types ? Do you fly on many grass strips or tar runways? Why did you decide to take off, you had the command decision, and you kept going, and almost did not make it ,as you state?? Did you write an incident report.as well? I would reflect on your actions, and decisions first.

Get RAA to approve it. Good Luck. Yes true, but I would expect Bat Hawk will replace it with a Rotax 912 is my guess as they will need to produce the aircraft anyway.

Thanks and I stand corrected on that one.

The numbers came direct from the importer.

Don't believe that line one bit Cobalt - they have Rota 912 these days (which stops my facial two stroke twitch and raised blood pressure - smile). For example the Bat Hawk runs a four stroke as is a brand new rag wing aircraft just arriving into AUS as a trainer. Some Drifters run 912's as well. I was given a dual training $$$$$ ball park with the bat hawk and was around $120 hour ish and $90 ish solo hire. So go back and tell your flying school the news and tell them the crunch the numbers and see if they would get more NEW students to afford to fly and existing ones to fly more. These are fun aircraft guys.

Hi guys please have a look at my post today re low level flying etc Low Level Flying and RAA Pilot Certs. Random Thoughts of the Day

HiI have been reading some threads about LL flying and training. The thing that burns me to the quick is that for some of us who started flying pre AUF we were not allowed in theory to fly above 300 feet. And let’s go back to the grassroots of how this all came about. Back then everyone was flying Rag Wing aeroplanes, with two-stroke motors, which realistically had a high failure rate. All of us flying back then and single seat not two seat, learnt how to land at 300 feet or below with an engine failure. It was the only option, and we were usually illegal anyway. But no one stopped this the Department of aviation ran up the white flag and that’s how the AUF was really born. Because they could not control us. Yes the big difference between today and back then is there was less weight, and just yourself to kill no pax. Speed was slow but these were a hell of a draggy plane and in most cases with an engine failure the saying of throwing a brick out and following it down was your best glide rate was correct. We flew in a very fine tolerance envelope as well. For example we may have only had a 15 to 30 miles an hour max difference between cruising and stalling. Really. When the drifters and thrusters came out these were fast slick machines, I am not joking. But here is the big difference. Those underpowered high drag very slow, rag wing, low-flying toys we were playing with taught you to really fly and with feel. You felt every gust, bump, you could feel it side slipping. Oh and our rated for climb was earthshattering 200 to 300 feet a minute at best. Why do you ask mainly because we were flying on just 20 hp engines . Most of the time we were happy to fly hundred to a hundred and 50 feet just above the trees, going flat out at 35 miles an hour if that. And we always had a paddock close by in case it went very quiet. We flew dog legs over country to keep those paddocks close at hand very rarely in a straight line. And the ailerons on these things were only really there for decoration. This was pure flying. I am sad to say this is what has been missing in all the arguments with the rules and regs that we have now are based on these aircraft which are really mini GA aeroplanes with the passenger seat. These small stick aeroplanes taught you everything you needed to know about low-level flying, angle of bank in turns, stall speed, turning back after an engine failure was not an option at 300 feet. I would highly recommend, that anyone who has not flow, a drifter, a thruster, or even the new Bat Hawk I saw the other day, to give you some of feeling of real flying low to the ground, and appreciate the stark differences we have in performance in the RAA aircraft today. In my opinion, having flown many hours on all classes of sport aviation, from the bottom end to the very top with re-track gear, constant speed propellers, and the coffee machine in the back, we are trying to make training a one size fits all and do it in the least amount of time and cost for the student. As a person who grew up with this sport from the very beginning and putting my two cents in I would like to see all training done to start with on rag Wing aircraft, basic exams, which would help I assume lower the costs for someone to actually start flying and learn about flying, and then have another level of training and exams for the 600 kg machines with all the whizbang glass screens, GPS and coffee machines in the back. I know a lot of people that don’t want to fly in controlled airspace, some like flying a rag Wing, or light Wing, or Savannah outside of controlled airspace, I also know people that want to fly through controlled airspace and landed major airports which is fine, and that’s the problem with the one size fits all training, and the costs associated and the training level is required. It would not be hard to have staged licenses instead of everyone trying to jump into the Ferrari straight off because some people still like the wind in their hair, and low and slow. All your comments are welcome. This was done on dragon 13 voice to text - sorry for any typos - have to go to the coffee machine now. Thank Christ I don't need a BFR to get coffee. Also - Hi Frank, how's the Drifter.

Two thoughts 1. Reminds me of the flyins at Mangalore VIC pre/ AUF days (you had to be there) 2. Now I know where RAA instructors come from.

Oh yes back then - but at least they had the bailing wire to hold the shotgun to the airframe and the string to pull the trigger. - So True ! The good old days. Saw this on a few non-drifter aircraft as well.

Yep - Watch the airspeed indicator unwind fast when hit with a gust up the rear. Has everyone one forgot to fly attitude.

1. Ok lets get real - downwind takeoff of say 6 kts quoted above is no problem on normal strips, not short strips. And within aircraft limits lets say. 2. Its easy to pick up 10kts or more over the strip before going into a climb - so no problems. 3. If WIND DROPS during takeoff and no more gusts, THATS GOOD. 4. If you get a gust up your rear that's BAD. 5. As long as the gusts are light say max 10kts should prove no problem if initial climb out speed is 10 to 15 kts above climb out speed but will produce a flatter climb angel (less rate of climb). Expect (always) to get some turbulence up the rear if you are climbing over trees at end of runway. (keep nose down or flat more speed) till your up ,around 700ft or more. 6. Any person that does a downwind takeoff on a long strip with no more than 10 kts on a Jab etc will not have any major problems just keep speed up and is useful to do some training only FOR (just in case) 7. Any one doing this all the time is really asking for an accident, and in this PC world is not using common sense and asking for it. 8. This is all based on general comment that strip length is sufficient and long.etc. Common sense must prevail. 9. Anyone using one-way strips, or when gusty is asking for it sooner or later and not legal in AUS (for GA? from memory) but yes I have done it more than once. 10. Low performance aircraft or HEAVY AIRCRAFT, TWO UP, FULL FUEL just don't do it, its not worth the risk of your pax being injured for the sake of going to the other end.

Lick thumb and stick out of window - should drop (rule of thumb (no pun intended)) 2 degrees C per 1000 ft. If thumb gets ice on it descend to warmer air fast as RAA don't like ice. Smile all - but true.