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Roundsounds

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Everything posted by Roundsounds

  1. Roundsounds
    Taking the lead from international airport operators, there’s good money in car parking fees!
  2. Roundsounds
    Sorry, out by 10 - should’ve read Part 149. Djp, yes I was rushing that post and didn’t put enough thought into it. Really meant to have a level playing field with equal privileges.
  3. Roundsounds
    Instead of shooting down the GFA and RAAus privileges for more user friendly maintenance and medical standards, why don’t AOPA and SAAA apply for a Part 139 approval to provide a choice for pilots and aircraft owners?
  4. Roundsounds
    Not a myth.... Cleveland v. Piper Aircraft
  5. Roundsounds
    Thanks for making the point about motor gliders, the same priveleges are extended to private hot air balloon pilots too. (ie airspace access with self certified medical)
  6. Roundsounds
    Pilots operating gliders in controlled airspace in Australia are only required to hold a self certified medical and no requirement for any GA qualifications. You can see these aircraft and pilots operating safely in Class D airspace on a daily basis at Camden. The gliders also operate over the most densely populated areas around Camden Aerodrome, in the 40 plus years I’ve been flying there I have not heard of one medical related incident.
  7. Roundsounds
    Although an RAAus pilot is not required to hold an AROC, they are still required to be trained and assessed in the correct use of aircraft comms. Refer CAO 95.55, para 7.1(l)
  8. Roundsounds
    I don’t care about the politics, there are many strong personalities running these organisations. The trick is to harness their power and point them in the right direction - CASA and other Govt departments causing the industry grief. At the moment they’re throwing barbs randomely in all directions.
  9. Roundsounds
    I always pull through props during my pre-Flight, obviously do the safety stuff first (engine not hot, mags off, throttle closed, mixture ICO, chocks in place). I’ve found a number of issues before they’ve developed too far. A few years ago I was flying a brand new aeroplane fitted with a lycoming O-540 and found a soft compression. Turned out to be a valve seat issue.
  10. Roundsounds
    In this case I’m referring to the published AIP / CAAP procedures as SOP. As you say, these are a starting point and varied based on the actual situation. The problem I have being a growing number of pilots routinely make many broadcasts way beyond those recommended because they have decided to develop their own procedures. The constant chatter becomes white noise after a while, leads to an inability to make recommended broadcasts and makes flight training difficult. I train published procedures, students hear other pilots making unnecessary broadcasts and think they too should be. It also makes it difficult to provide instructional input and feedback as I always stop talking so both me and the student can listen to RT.
  11. Roundsounds
    You’ve obviously not operated at a busy non towered airport to make such a statement. SOPs are developed for a reason, I guess I am used to dealing with professional aviators who understand how standard operating procedures work. I don’t understand why people think it’s neccessary, or safer, to broadcast an inbound call at 10NM, 5NM, approaching overhead, joining the circuit, turning downwind, turning base, turning final, short final and clear of the “active” (whatever that means). Or taxying, entering the runway, rolling, full class D type departure report, leaving the CTAF and chatting to any other aircraft within 10NM of the CTAF even when there’s no possible conflict.
  12. Roundsounds
    Flight Management Systems have zero to do with flight control systems. Maybe you should educate yourself before making such sweeping statements. By the way, I teach aircraft systems and operating procedures for a living.
  13. Roundsounds
    You really don’t have much of an idea of large aircraft systems or operating procedures. The pilots remain the final defence in the case of many systems failures, how can automation deal with a failure of an automated system?. The likelyhood of sufficient Flight control systems failures to render the aircraft uncontrollable is less than the wings of your average bug smasher falling off spontaneously in cruise.
  14. Roundsounds
    “Pos Comms” is not a term I am familiar with? So, you’re to the south inbound to an aerodrome, a faster aircraft calls he’s to the north inbound with an estimate overhead 5 mins before yours, do you still give a position broadcast? If so why?
  15. Roundsounds
    Totally agree. My dad taught me to handstart and he learnt to fly in Tigers, Austers and Chippies, which weren’t fitted with starter motors. Pretty rigid and standard procedures for handstarting, the person swinging the prop is in charge. RAAF notes for the Tiger seem to have the procedure well set out, which is what I use.
  16. Roundsounds
    Would you be surprised to learn that a significant part of recurrent training for airline pilots revolves around what to do when all of the flash automation doesn’t do as expected or it hasn’t been developed to deal with a huge range of issues. There is automation of takeoffs, engine failures, unreliable airspeed indications, passenger medical emergencies, fuel leaks or imbalance and many other potential issues. There is no way there will be pilotless passenger aircraft within our lifetimes.
  17. Roundsounds
    You are all missing the point of CAAPs. I hear people saying they are merely recommendations, yep they are. But they are also CASAs recommendations as to how to satisfy a regulation, in this case CAR 166. Try defending yourself in court if there’s an incident and you have decided you have a better method of satisfying Reg166. That includes an incident as the result of a person not being able to transmit a broadcast because another aircraft is telling the world of their movements minute by minute or a recommended broadcast was overtransmitted by a pilot with verbal diarrhea.
  18. Roundsounds
    You too might find it worth reading CAAP 166-1, here a link. It certainly doesn’t say the more broadcasts you make the safer you’ll be. https://www.casa.gov.au/file/182536/download?token=ev1DY9ng
  19. Roundsounds
    I know it’s dificult for recreational pilots to navigate the GA regulatory system, hence the reason for making up your own procedures. The safe operation of aircraft in busy airspace relies on every pilot using published standard operating procedures. Here’s a link to the guidance document known as a Civil Aviation Advisory Publication (CAAP). You’ll note this is numbered 166, this isn’t a random number, it is the CAR the CAAP is addressing. Your self designed procedures might be ok at quiet aerodromes, but they reduce safety at busy ones. https://www.casa.gov.au/file/182536/download?token=ev1DY9ng
  20. Roundsounds
    That’s not what I said, read my post again.
  21. Roundsounds
    Which is precisely why CAAP 166 was produced. Based on many years of experience and collective wisdom a number of recommended calls are specified. Unless there is a real risk of a collision no additional calls are required. People who routinely make calls just in case and use the “I was avoiding a collision” card are ignorant and reducing safety. Derek, the PC12 heard your call, saw there was no conflict therefore said nothing - which is the recommended procedure. You spotted the PC12 and said there was ample room to depart, but chose to hold. Your choice, but to say this guy was going no radio is not correct. You’ve become used to people not using published procedures and expect professional aviators to use the same unprofessional / unpublished procedures. Not sure why you’d be pissed off with someone doing the right thing?
  22. Roundsounds
    See if the tower guys can close shop between RPT ops? I did a stint of training there and there were extended periods of time where we were the only aircraft flying, certainly long enough for something flying at 60 knots or better to get from Holbrook or Wang into Albury. That’s the stupidity of these rules, it’s obviously more dangerous to fly when ATC are working. Alternatively grab yourself a GFA issued gliding certificate and a motor glider, you can operate in controlled airspace on a self certified medical. You’ll see glider pilots operating in class D at Camden most days. They don’t hold a PPL or hold a CASA medical. These operations have been safely taking place for over 40 years.
  23. Roundsounds
    You’ve obviously got no idea how large aircraft operate or taking the pi$$!
  24. Roundsounds
    One of my pet hates!! A very recent RAAus post on bookface has a young guy holding the prop tip of a Jabiru he soloed in. Why hold, lean on or stand close to a propellor? Im not scared of props, I’ve hand started many hundreds of times in my career and my current aeroplane isn’t fitted with a starter. I treat props with the respect they deserve.
  25. Roundsounds
    Unless you’ve got a LOT of tailwheel experience I would caution you against doing high speed runs. You’d be best to go flying. The most difficult phases of Flight in a taildragger are the early part of the takeoff roll and the later part of the landing roll. By doing high speed taxi runs you’re exposing yourself to both of those phases. I’ve done a significant number of test flights in new / restored aircraft and I never do high speed runs. I’m certainly prepared to reject a takeoff if things aren’t going well.
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