MikeWebb

I agree with everything said here but how does it get fixed? a campaign? AOPA,? boycott?. Safety was once the excuse for introducing excessive bureaucracy now it's security. Unfortunately we live in times where some controls are necessary to ensure the safety of the general public but the current ASIC rule ( and cost) is over the top.

 

I would be interested in members views on a solution

 

 

I`m reading that to mean, he is no longer with us......Had you friend done spin training, if he had, why didn`t he recover, if he hadn`t why was he demonstrating a spin???Frank.

I`m reading that to mean, he is no longer with us......Had you friend done spin training, if he had, why didn`t he recover, if he hadn`t why was he demonstrating a spin???Frank.

Correct, no longer with us and would have done spin training at some stage I expect. Can't be sure why he did not recover, probably never did it before on this type or perhaps the person (prospective buyer) with him tried it without the training.

 

 

I have started a new thread on this as I think to further the discussion on the thread that it is currently being discussed on is inappropriate. But this is obviously a topic that does require further discussion.I read in several forums here about the need for spin training.

 

Now within RAA are aircraft are neither approved to spin nor probably in most cases tested for it.

 

In the normal day to day flying that we as RAA Certificate holders do why is there a need for spin training.

 

It is unlikely that I would have completed my training if there was a requirement to spin.

 

I do no go on amusement rides that can turn me upside down and as such would not go on a joyflight that could do the same. In fact I have never been in an aircraft that can do aerobatics and am not likely to do so.

 

So is the "perceived" requirement to learn to spin/recover based on the possibility that I may one day inadvertently enter into a spin in an aircraft not suited to it nor tested to it. If that is the case is there some huge hole in my training that could allow me to do something I am not ready for, or is it only likely to happen if I start pushing the envelope.

 

This may seem obvious to some, but to me it seems totally contradictory.

I have started a new thread on this as I think to further the discussion on the thread that it is currently being discussed on is inappropriate. But this is obviously a topic that does require further discussion.I read in several forums here about the need for spin training.

 

Now within RAA are aircraft are neither approved to spin nor probably in most cases tested for it.

 

In the normal day to day flying that we as RAA Certificate holders do why is there a need for spin training.

 

It is unlikely that I would have completed my training if there was a requirement to spin.

 

I do no go on amusement rides that can turn me upside down and as such would not go on a joyflight that could do the same. In fact I have never been in an aircraft that can do aerobatics and am not likely to do so.

 

So is the "perceived" requirement to learn to spin/recover based on the possibility that I may one day inadvertently enter into a spin in an aircraft not suited to it nor tested to it. If that is the case is there some huge hole in my training that could allow me to do something I am not ready for, or is it only likely to happen if I start pushing the envelope.

 

This may seem obvious to some, but to me it seems totally contradictory.

I'm an advocate of spin training. True I am an aerobatic pilot but I was required to take the training as a student in the UK before solo long before I started aeros. It is true that a high percentage of spins happen in the circuit area and , if fully developed you will probably not recover in time but not all incident are in the circuit area. Many years ago a friend of mine was selling a Zlin and was demonstrating a spin at 3000 ft and did not recover. Besides, it can be argued that spin training increases your awareness of what not to do and your confidence in general handling. The fact is that if you stall an aircraft at any time there is a chance of a spin (in some aircraft it will be very unlikely- in some very likely) particularly if you do not know how to correct it before it fully develops. Because an aircraft is not certified to spin does not mean it will not do so and I can't subscribe to the argument that spin training should not be done because you do not like it.

 

 

You just won't survive it on the base/final turn. It will give way very rapidly and with a surprisingly low nose attitude and you will probably hit the ground before you know what even happened.

I think that is what I said?

 

 

I have started a new thread on this as I think to further the discussion on the thread that it is currently being discussed on is inappropriate. But this is obviously a topic that does require further discussion.I read in several forums here about the need for spin training.

 

Now within RAA are aircraft are neither approved to spin nor probably in most cases tested for it.

 

In the normal day to day flying that we as RAA Certificate holders do why is there a need for spin training.

 

It is unlikely that I would have completed my training if there was a requirement to spin.

 

I do no go on amusement rides that can turn me upside down and as such would not go on a joyflight that could do the same. In fact I have never been in an aircraft that can do aerobatics and am not likely to do so.

 

So is the "perceived" requirement to learn to spin/recover based on the possibility that I may one day inadvertently enter into a spin in an aircraft not suited to it nor tested to it. If that is the case is there some huge hole in my training that could allow me to do something I am not ready for, or is it only likely to happen if I start pushing the envelope.

 

This may seem obvious to some, but to me it seems totally contradictory.

I have started a new thread on this as I think to further the discussion on the thread that it is currently being discussed on is inappropriate. But this is obviously a topic that does require further discussion.I read in several forums here about the need for spin training.

 

Now within RAA are aircraft are neither approved to spin nor probably in most cases tested for it.

 

In the normal day to day flying that we as RAA Certificate holders do why is there a need for spin training.

 

It is unlikely that I would have completed my training if there was a requirement to spin.

 

I do no go on amusement rides that can turn me upside down and as such would not go on a joyflight that could do the same. In fact I have never been in an aircraft that can do aerobatics and am not likely to do so.

 

So is the "perceived" requirement to learn to spin/recover based on the possibility that I may one day inadvertently enter into a spin in an aircraft not suited to it nor tested to it. If that is the case is there some huge hole in my training that could allow me to do something I am not ready for, or is it only likely to happen if I start pushing the envelope.

 

This may seem obvious to some, but to me it seems totally contradictory.

Geoff, I was require to complete spin training many years ago as part of the UK syllabus for a Private license; and again here in Australia for an Aerobatic endorsement. The argument for and against has raged for as long as I have been a pilot and probably even longer. The real, IMO. advantage for the training is to recognize the onset of a spin. Cross controls turning final when low and slow is the classic condition and you would be lucky to survive if it is allowed to develop.

 

 

Has anybody been able to get FSX to install on a Windows 10 computer? Mine will not install the base disk, Acceleration pack always was fussy about installing. I am worried Microsoft's planned obsolescence program may have claimed another victim.Is there a work around to get this to install?

I managed to do it after downloading the 2 service packs for Windows 10 (64 bit). I'm no expert but I managed to find a simulator forum that was helpful. Others more expert than I may be able to help but assuming the program is not corrupted it is doable. The program does crash sometimes and that seems to be continually reported on the tech forums with many fixes suggested but so far has not completely fixed it for me.

I love the program and use it to keep my instrument rating skills current but I'm going have to go to X-plane in the next year.

 

 

Agree completely.

 

It's no wonder GA is in decline and has been for some time. After 40 years I am close to not bothering myself; only shear bloody mindedness keeps me going.

 

One of the major problem with aviation in Australia is the lack of advocacy. Unlike America we have no peek body looking after our interests and lobbying the polies. AOPA has largely done nothing that I'm aware of. GA is largely a pain for CASA and they would rather we not be around...and they are winning!

 

 

its actually in the CASRs now and the text in part 61 is quite different than it was in the CAR so it will be interesting to see the AC when they eventually get around to replacing the existing CAAP.

Quite so! the CASRs..What will be interesting to see is if CASA changes the AFR requirements as part of the part 61 review!..Some of these requirements seem IMHO to be unnecessarily stringent. For instance, an AFR conducted for a Private Instrument Rating or a night rating does not count for a VFR AFR. I recently conducted a 2 hour test with an examiner of airman for a GNSS addition to my rating and have been told that did not count as an AFR so I have to do that in addition in a few months!.

 

 

You are correct it is not a test as such but it is a review & if it's obvious that during the review the driver is unsafe the examiner can refuse to sign you off 'till further training/checking has been done. I think most pilots would know if they are rusty & get some dual before presenting oneself for that AFR. It's all about being prepared, I like the saying "Chance favors the prepared mind":-)

Of course, everything in aviation is about being prepared and it is a review with an instructor (not an examiner or airman) with the aim of refreshing your knowledge and bringing you back to a satisfactory standard. The CARs are quite specific about that :)

 

 

Im hoping to get some advice about my return to GA and passing a BFR.Its been close to 15 years since ive last flown an aeroplane as PIC and i would like to know what sort of things i should be looking at to pass a BFR?

 

Im thinking of getting a VFR Flight Guide to get myself familiar with rules and regs again, is there anything else that i should look at?

 

Any advice would be greatly appreciated.

I had a break of ten years and had to re-start by doing a BFR (It's now called an AFR by the way!!). It's important to remember that this it is not a test and your instructor is permitted to give you instruction during it. Have you applied for an ASIC or AVID?(Aviation Security Card) this was one of the first questions I was asked as you will need one to go solo although you should be okay dual. Of course, you will also need a medical but again I think you can still do an AFR without it but you would not be able to fly without an instructor.

Swatting up on the VFG is a good start. Every training organization seem to handle the AFR a little differently and it will depend on whether you have a full or restricted license. Another change to the system is if you have a night rating or a Private instrument Rating. They now require separate AFRs each, at least my CFI say's so.

 

The rest is simply flying...basic maneuvers, forced landing, steep turns ,stalls etc. If you have a full license expect a short nav with a diversion and entry into controlled airspace; so try and bone up on some radio stuff.

 

You will be amazed how quickly it all comes back!!!. As it's been awhile I'd allow a couple of dual flights before you are done and legal again...Good luck

 

 

It looks like the ASIC system is going to get even more complex and annoying later this year.Identity security amendments

 

Even more new categories of ASIC, face to face document checks with the ASIC issuer and other changes to the regulations. I can only imagine what that will do to the cost, and I'm struggling to understand why getting and ASIC should be more complex and irritating than getting a passport even.

Yes, the logic defeats me!!!. Last year I received a Pilot's license in the US without this amount of bureaucracy. It seems General Aviation in Australia is being screwed at every turn.

 

I'm certainly not opposed to ensuring all reasonable steps are taken to protect our country but this seems over the top. Who would believe that anybody with evil intensions would not carry the act out because he/she did not have an ASIC? you would simply hire a pilot and overpower him/her. And you already have to attend an interview at a Post Office to obtain a Passport-and that's one of the documents used to verify who you are at the face to face!!!!. why not a one off security check to obtain a license and self reporting?. There has been more people killed by trucks than acts of terrorism in aircraft over the past 12 months.

 

 

I'm sure that there are some instructors and greying 'Eagles' on this thread, I wonder if any of you have any experience with the Cessn 337 'Push-me-Pull-you type ? . . .I ask as a result of a conversation I had whilst bantering with 'Hank' an elderly American tourist feller a few weeks ago, in the UK with his Ladywife on a canal boat vacation. . . who said he had a lot of 'Time' on the type.I had around 4-5 hours 'Hands on' experience in Indonesia in the late 1970s, with a Dutch chap who flew various types of small cargo loads, including seafood, ( by the bloody rank smell inside it ) And it seemed a nice, 'Beefy' thing to fly, best description would be flying a piece of earthmoving equipment. . .

 

Hank said that if you had an engine failure on the rear engine, without a full load, it wasn't really a big issue, but if the front one failed, then it was very very difficult in the pitch control department, as you needed quite a lot of rearwards control force applied as well as full nose-up trim to maintain level flight. . .Since I had only two flights in this beastie, I never got to study the POH, and prior to speaking to this tourist bloke, it had never crossed my mind. And it WAS a loooong time ago. . .

 

This sounds counter intuitive to me, if the propwash from the rear engine is blasting across the elevator. . . .? Is this a feature that anyone else knows about ? I admit that, although I walked around the bird doing the external checks with the pilot, I cannot recall if the elevator is 'Full Width, but my question still stands . . .

 

The problem with being a 'Jack of all planes - master of none' is that some detaills are easily forgotten. .. ( ! )

 

NOTE* This was one of the 'All Sorts' in my personal avatar. . . . ( ! )

I'm sure that there are some instructors and greying 'Eagles' on this thread, I wonder if any of you have any experience with the Cessn 337 'Push-me-Pull-you type ? . . .I ask as a result of a conversation I had whilst bantering with 'Hank' an elderly American tourist feller a few weeks ago, in the UK with his Ladywife on a canal boat vacation. . . who said he had a lot of 'Time' on the type.I had around 4-5 hours 'Hands on' experience in Indonesia in the late 1970s, with a Dutch chap who flew various types of small cargo loads, including seafood, ( by the bloody rank smell inside it ) And it seemed a nice, 'Beefy' thing to fly, best description would be flying a piece of earthmoving equipment. . .

 

Hank said that if you had an engine failure on the rear engine, without a full load, it wasn't really a big issue, but if the front one failed, then it was very very difficult in the pitch control department, as you needed quite a lot of rearwards control force applied as well as full nose-up trim to maintain level flight. . .Since I had only two flights in this beastie, I never got to study the POH, and prior to speaking to this tourist bloke, it had never crossed my mind. And it WAS a loooong time ago. . .

 

This sounds counter intuitive to me, if the propwash from the rear engine is blasting across the elevator. . . .? Is this a feature that anyone else knows about ? I admit that, although I walked around the bird doing the external checks with the pilot, I cannot recall if the elevator is 'Full Width, but my question still stands . . .

 

The problem with being a 'Jack of all planes - master of none' is that some detaills are easily forgotten. .. ( ! )

 

NOTE* This was one of the 'All Sorts' in my personal avatar. . . . ( ! )

I have quite a few hours on this type and although I never suffered a genuine engine failure I do not recall any issue with pitch control. A noisy but good aircraft that would cook the rear engine on the ground if you did nit watch it -and you needed to understand the fuel system or you could be in trouble- but otherwise no real vises.

 

 

I'll be holidaying in Adelaide soon. My local area only has 1 plane for hire, so I'm very keen to try another out while there.I have around 50 hours to date: 30 dual, 10 solo, 10 'solo' with passengers.

 

I have no experience with more than a few aircraft around so Parafield would most likely be out. I don't need new plane + traffic everywhere + not much knowledge of the landmarks and positions.

 

I know Murray Bridge has a few, are there any recommended more down the coast? Prettier scenery.

 

What is the likelihood of going up with an instructor for an hour or two, and then with a passenger later? Or is the learning curve a lot more than switching cars?

I fly at Adelaide Bi-Planes..Aldinga when I visit SA. They have a good selection of aircraft for low hour pilot plus tail wheel aircraft. Nice friendly people.

 

 

Hi,I've read a report about a student pilot who forgot to flaps up after touch n go, and the aircraft veered off the runway even after kicking in right rudder. I'm trying to understand why it happened and would like more advice on this.

 

With full flaps, could it be that even with full power, due to the disruption of airflow around the aircraft (slipstream effect), the flaps rendered the rudder ineffective in directional control and as a result, the aircraft could not get back on track?

 

Many thanks

A lot depend on which model of C172 we are talking about. The old models had 40 deg flaps and would not go round at full flap. This would have prolonged an attempt at lift off and any crosswind would have been an issue. In any case the P factor will cause a veer to the left unless you are aggressive with the rudder when you apply full power. I think this is just a case of a low time pilot meeting a condition he/she had not met before. We have all been there at some point.

 

 

Also approaching 73 and just renewed my Class 2 Medical notwithstanding being treated for Chronic Lymphocytic Leukaemia (CLL) and Melanoma.

Good on all of us. I'm 72 today and just got my Class 2 nd Instrument Rating back after 4 eye operations for holes in both macular.

 

 

HI.........AS A NEW MEMBER I'M STILL A LITTLE UNSURE HOW TO POST, AS IT APPEARS I AM GETTING 2 LOTS OF DETAILS AT ONCE............ANYHOW, I'M 78, STILL HAVE MY COMMERCIAL LICENCE.HEAPS OF PAPUA NEW GUINEA EXPERIENCE AND WAS THE FIRST PERSON IN THE WORLDE TO PRANG A HELIO COURIER !!

Great Mate..I'm an old pilot too and still going..

Mike

 

 

The optometrist casually mentioned this while she was examining my eyes, and added, they're at an early stage, lots of people get them, they are easily fixed by an operation.I'll discuss this with my ophthalmologist (he's a nice guy, and a pilot too), but I'd like to know if many people here have had this issue, and how it turned out.

I had cataract surgery on both eyes earlier this year. It went reasonably well although I was unlucky enough to have an issue with one eye. It's an Easy operation but expect to be out of the air for about a month before CASA gives you the thumbs up.

You are required to inform CASA and they will send you a formal letter grounding you and a list of requirement to provide to your surgeon. All standard stuf and nothing to worry about. After the operation the surgeon will need to provide a letter to CASA stating if there was any complications, the results and the type of lenses fitted (some types are not accepted by CASA). Hope this helps.

 

 

Feeding the family!!

 

 

hi there..returned after an absence of some years!