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Jerry_Atrick last won the day on January 26 2018

Jerry_Atrick had the most liked content!

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About Jerry_Atrick

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  1. OK, I admit it.. I like - even love permit (RAA) aircraft types. However, I have remained a CoA/Cat A pilot - I like the robust build and how they are in the main forgiving of some pretty solid landings that I sometimes fall prey to. Although having flown a decent variety of these types, I have liked the Piper low wing models as the airframe has the feel of a solidly built, rugged machine (Grumman has a more solid feel; Beech about the same). Although I have flung C150 and 152 aerobats over the skies in the YMMB and YCEM training areas, for some reason, Pipers just felt more solid. And, on the 5th of next month, I have a Single Engine Piston renewal (BFR or whatever it is called now) booked in a PA28 Warrior III, resplendent with its 8.33mhz spaced transceiver, various push buttons over the old rockers and a chunky yoke to boot. But, I am now questioning the wisdom of my decision: https://www.federalregister.gov/documents/2018/12/21/2018-27577/airworthiness-directives-piper-aircraft-inc-airplanes. An AD looks like coming alive to check on spars of the venerable PA28s (and PA32s) with what in effect will be over 5,000 hours (I think - I will re-read), lest one of the wing folds up at some stage. So much for the impression of robustness (said somewhat tongue in cheek - as these a/c get a lot of abuse).
  2. Jerry_Atrick

    CAA Exemption for 25 Khz radios. . .

    I had my first flight with a 8.33 about 2 months ago... Still not sure why we needed the change. The US has far more airports than Europe and intelligently designed frequency allocations means they have little contention or overlap. I guess the child of an EASA official started a new job as a salesperson for Trig, Garmin or something similar. Wouldn't surprise me. BTW Phil, you may have some competition on your hands (not.. most of the aircraft rigs have gone - to the US I hear)... EASA = Europeans Against Safe Aviation
  3. Jerry_Atrick

    Drones close Gatwick Airport

    I was listening to someone who makes anti-drone defences for airports in the US (from here in the UK). He says he can't reply them here because it is illegal for anyone but the military to use signal jamming devices of any kind. Apparently that is why the military were called in. On the "it is possible there was no drone", apparently a comment by the Sussex police commander was taken out of context - he was asked about the pair that were arrested (not charged - so their personal details should never have been leaked out) - where he said they are no longer suspects and everything is back on the table. Apparently a journalist asked him if there was the possibility there was no sighting - to which the response was making the point that everything is on the table... And for the commander to say this is reasonable in that they are employed to determine the facts. It is not an unfair leap of faith to say the commander may be questioning the sightings - but to say there wasn't any sightings is taking it a bit far.
  4. Jerry_Atrick

    Lower your MTOW

    I lost weight by breaking an ankle in a motorcycle accident and then getting an infection after surgery... My wife has just asked me to get another motorcycle! Seriously, well done, fellas! It is bloomin hard - have been trying for a while... Problem is Aussie wine...
  5. Jerry_Atrick

    Silly aviation pictures.

    How about this for a reg:
  6. Terrible news - condolences to family, friends and those affected.
  7. Jerry_Atrick

    Fees to fly

    Ahh yes - I forgot the CAA relatively recently went to the self-declaration route. As I (too occasionally lately) fly EASA aircraft, I don't keep up with the national reg as it is part of the UK ANO, which only applies to annex II aircraft. I hadn't even heard of the change to the LAPL medical requirements (EASA is slowly relieving itself of "harmonisation" aviation safety regulation, which they originally took to mean harmonising with CAT/RPT regulations rather than meaning reaching the same proportionate to risk safety regulation for GA across the EU's 27 countries). Re Brexit and EASA. First a little background.. The EASA, screwed up its harmonisation charter, and for EASA aircraft, they were mandating all sorts of silly things for GA aircraft - to the point they wanted to mandate black boxes cockpit voice recorders on most GA aircraft... As an example, an aircraft has to be registered/associated with a CAMO (Continuing Airworthiness Maintenance Organisation) and in addition to its normal maitenance schedule, has to have an Annual Review Cerrtificate (ARC). I am not actually sure what an ARC does that an annual doesn't, except increase the paperwork required. Part M was thrust upon an unsuspecting GA community which effectively doubled the fixed maintenance costs of aircraft. Coupled with shady protection practices in which, for example, the Robinson R66 had its EASA certification withheld until they had logged some 1bn (or million, can't remember) hours of hassle free rotoring of a specific torque bolt - that was, thankfully dropped I think due to the threat of taking EASA to the European Court of Justice. Of course, EASA decided they didn't lijke to be held to account and Robinson's cost to certify their copter turned out to be about double what it should have been. Closer to home, EASA decided it was taking aim at the IMC Rating in the UK (I think Aus has a similar rating, but the UK pioneered it as pilots were falling out of the sky when being caught up in unforecast weather; that had a habit of forming at great pace). Since the introduction (I think the 70s or thereabouts), the fatality rate dropped like a brick and I recall reading not too long ago no IMC fatality has been recorded by the holder of an IMCr when flying in IMC. Of course, EASA lined this one up and even though it was a UK only rating that could only be excerised in the UK, they put in a concerted effort to have it terminated. When the CAA dug their heels in, EASA came uo with the EIR (Enroute Instrument Rating) - you could use it in the cruise but not for approach or departure. Very useful in deed. As it transpired, Germany and France sided with the UK and the IR® (the latter R meaning restricted) was born, which is the IMCr and only available to UK based pilots and only can exercise their right in the UK! Go figure - so much for harmonisation. Despite all of the shennanigans and ocmplaints to the EC/EP, Patrick Gordeaux (sp?) was able to run his reign of destroying GA unfettered. He required twins of any size to be restricted to licensed airfields, required crazy maintenance regimes. Finally, France dug their heels in, and in their gallic way (something the UK could use a dose of occasionally), said "non!" They started not complying, which forced the EC to look at what was going on and they finally allowed Gordeaux to step down and enter Patryk Ky. Things have started to return to "normality", but not before it has decimated GA (manufacturing held well thanks to US and most manufacturers waiting until Gordeaux's departure to start certifying for EASA again rather than run under national permits). The result - a lot of hacked off pilots in the UK, many of whom openly stated, despite their philosophical stance to remain in Europe, voted to leave in their droves. A few with direct financial interests to remain in Europe were vocal remainers - but many - including those with sizeable business interests were out. So, the question on life after EASA - the CAA no longer has the technical where-with-all to be a regulator and to recruit and train the staff is a mamoth task - to my knowledge they haven't started down that route as they have publicly stated we expect to remain a member of EASA (other non-EU countries, e.g Iceland are). That would mean we have it for a while, but it is better (e.g. Part M Lite); Medicals no longer require ECGs after 40 (a CAA requirement) and only once every two years over 50. They even introduced an aerobatic rating, which I am for as people were deciding they could spin or barrell roll without instruction - many coming off the worse for it (or at least needing a change of undies). So we will be EASA bound for a while - the difference is we won't have the same power to block dumb moves because some insipid beauracrat of some GA-unfriendly country decides to dig their heels in.
  8. Jerry_Atrick

    Fees to fly

    A couple of reasons: The UK no longer issues UK-only PPLs; I was issued a JAA PPL which had to be converted to an EASA PPL. If one had a CAA (UK) PPL, then it is perpetual, but as I understand ti will not be recognised for flight in an EASA aircraft. The UK Medical only applies to Annex II aircraft (as well as other sub-ICAO types). For the UK, this means it only covers your UK PPL (no longe available for new issue) or the NPPL (sort of RAA ticket). Yes, I can fly Vans and other permit types, and yes, I can fly to France, Italy, Spain, Portugal, Germany and I think Austria without doing extra paperwork and yes, with certain suitably equipped and approved permit aircraft, we can now fly at night and IFR, and we can now hire them out for reward as well as train in them, but if I want to fly on old spam-can PA28, I will need my EASA licence and I will need my EASA Class 2 medical Of course, it beckons the question - why not just move to permit (RAA equiv) flying? Good question - at the moment, I like the ability to take up a PA32.. Permit aircraft are restricted to 4 seaters... Of course, I like the ability to do it.. I can count the number of times I have actually done it in the last 12 months on the thumb of my hand. So the question is more, should I cross over to permit-land (now, a UK medical for a NPPL is, I think=, a GP declaration; if I go for an EASA LAPL (Light Aircraft Pilots Licence), then the medical is the same as a class 2 minus the ECG and I think it lasts a little longer (at my age). Whenever I got my medical here, I used to get my Aus class 2 as well.. Our AME gave up on it due to the admin burden that was introduced - another notch in the "let's make things more difficult and expensive for absolutely no value add"... Happens everywhere, unfortunately...
  9. Jerry_Atrick

    Sorry if this has been asked....

    I have exactly the same question...
  10. Jerry_Atrick

    Fees to fly

    Yes - Ol Blighty - but about to go through the rigormorale of applying for an ASIC. And prepare to do the Aussie PPL based on my EASA PPL based on my (now defunct) Ausse GFPT...