Roundsounds

I think you missed my point Nev, the typical flying school / glider spin training involves entry from 1G level flight. Spin awareness training is scenario based with the right type of aeroplane and appropriately skilled and qualified instructor. Set the aeroplane up in a miss handled base / final turn at a safe height to let the trainee experience what to be aware of when approaching a spin entry, then let it enter the spin using the appropriate recovery technique for the type. Then set it up again and have the trainee recover immediately before it departs controlled flight and again as it does depart controlled flight - point out the difference in height loss. Do the same off climbing turns with climb power and repeat and many times as you can. If built into anbinitio courses you can repeat these sequences often. Obviously this is preceded by a thorough pre brief. I’ve flown with so many people over the years who fly so close to a spin entry on that final turn, it’s no wonder there are so many accidents. The only accidents involving unite too Al spins I can recall have all been at 1000’ AGL and lower. Pilots are so poorly trained.

Spin awareness and avoidance training is mandatory, but poorly trained as the result of the type of training aircraft currently used and poorly skilled instructors. It’s far more important to make pilots aware of when they’re about to enter a spin and avoid it than the actual recovery. If a pilot has the required skills to recovery from an inadvertent spin entry in the circuit area they wouldn’t have spun in the first place.

Spin recovery training in a glider for a powered pilot is next to useless. Powered aeroplanes suffer from the effects of slipstream and p-factor, gliders do not. GA schools need to use appropriately certified aeroplanes and instructors to deliver spin awareness and avoidance training. Spin recovery training is really only of use to aerobatic pilots.

Nev is on the money with reference to blindly flying an indicated airspeed and thinking you’re achieving a safe AoA. - What would you do in the event of a pitot or static system fault / blockage in flight? - What happens to AoA when flying at a given IAS and a load factor of greater than 1? There is no correlation between wing area or wing loading on the effect of turning from a head wind to tailwind. The effect you experience is entirely due to a visual illusion, keep the ball centred.

Someone on the flight deck moved the fuel control switches from RUN to CUTOFF shortly after liftoff. Who and why remains the mystery.

Assuming you’d been monitoring the CTAF after engine start you’d have heard ABC make their inbound call. It would have taken more than 6 mins to start, taxi, complete pre-takeoff checks and get airborne. Why would you turn crosswind before sighting ABC? Situational awareness in the aviation context by definition is about gathering information, comprehending the information and projecting forward to avoid surprises like the one you’ve given as an example. CASA guidance on SA

This discussion is about Class G airports. Legislation only allows 6 aircraft in the circuit at a class d airport.

No offence taken, BTW I hold both GA and RAA quals. I doubt your Sonex would be any more difficult to operate whilst jotting down basic traffic details than a Tiger Moth or Pitts S1? I’m not suggesting anyone write an essay, it is easy to jot down call sign, type, position and time on a kneepad, it’s about being prepared. Develop your own shorthand, the process of jotting down the details helps with memory. Most things happen in 6 min blocks - a circuit typically takes 6 mins, the average bug smasher takes 6 mins to fly 10NM. This helps develop / maintain the mental picture, which in turn aids in anticipating any potential conflicts - a key aspect of SA. The blind reliance on PEDs for flight planning and navigation has resulted in basic SA skills being lost. I have witnessed this happen over the past 25 years, which coincides with an increase in midair collisions in Class G airspace.

No wonder the rate of airprox events and collisions are on the increase. If a person cannot jot down basic traffic information, form and maintain a mental picture of traffic whilst flying they need to hand in their licence or certificate. I would not let a student pilot go solo until they could demonstrate these basic skills. These skills aren’t being taught by the many half baked instructors currently operating in the industry.

Sounds like you need some training in Situational Awareness. A big part of SA is projecting what threats you may encounter.

That’s not how you maintain SA, no wonder you need constant broadcasts. You cannot maintain a mental picture without the aid of a list of traffic and their details.

ARO, have you read the latest guidance material from CASA on non-towered airport ops? Do you jot down traffic to help form / maintain SA or rely totally on continuous broadcasts? Link to AC 91-10

One person cannot annoy or upset another person, it’s their choice whether that are annoyed or upset by your words. That is a fact.

In this wonderful country we all free to express our opinions.

I managed to see the whole show, your assumptions are spot on.