turboplanner

2 hours ago, facthunter said:

IF it came to a court case operating according to the CASA rules would have to be safer as  a defence as THEY are the responsible SAFETY Authority.  Excessive transmission can act against optimum safety where congestion is occurring. Nev.

The way I read it and I'm not a lawyer and your version is complex, but I think you would have to go to the CASA wording first which from my memory was that there are no long compulsory broadcasts, just recommended and less and you are responsible for separation not the tower/radio any more. If Mildura doesn't have a high radio traffic, and the times I've been there it's been almost a ghost airport, abd there have been some near misses the airport has taken some responsibility back by nominating where you have a contract to call.

Who came off worst legally may depend on the type of accident.

1 hour ago, Thruster88 said:

Turbo, if I fly to Mildura, a certified public airport with no PPR and have read the ERSA as required I don't believe I have entered into a contract.  The local traffic regulations section has nothing about additional radio calls.  

A contract in contract law is very simple; it consists of an offer and an acceptance of that offer. Mildura are making an offer of conditions to be followed if you want to use their airport. If you use it, you accepted that offer resulting in a legally binding contract.

13 hours ago, Old Koreelah said:

I know a well-respected LAME who always flies his Jab with a little bit of carb heat.

Power output is directly related to the amount of air each piston compresses.

The warmer the air, the less gets into the combustion chamber, so less power is produced so the engine has to work harder to get the same result, and has a shorter life, or produces a lesser result.

Intercoolers and aftercoolers cool air before it enters the combustion chamber, so more gets in and there's more to expand and push the pistons down, so power is increased.

There is plenty of information available on identifying conditions where carb icing may occur in transit so I won't cover that.

When power is reduced, vacuum in the carby increases, dropping air pressure, and we know from physics that this lowers the air temperature immediately.

It's effectively the same as a refrigerator valve. If you've ever fitted a vacuum gauge on a petrol engine as a fuel saver, you'd be familiar with the slow movement of the needle at cruise, falling back slowly with power demands into wind and on hills and snapping to maximum instantly when you lift your foot to slow down. The temperature drop is instant when the throttle butterfly valve is snapped shut, and you can see the carb body instantly ice up, then thaw when power is applied then ice up again when you close the valve.

The potential is there for icing when you pull the throttle back pre-landing which is why you apply full carb heat for the downhill run, then turn it off around 300' so you'll have full power for a go round.

It does get mixed up in the diagnosis on recreational aircraft where there may be issues with fuel supply lines, float levels, jetting and ignition being less than optimum.

9 hours ago, Roundsounds said:

It’s not in the ERSA, so not enforceable. In fact it goes against the CASA recommendations and it could be argued these requirements could reduce safety under certain circumstances. 
The “alerted see and avoid” procedures rely on only making the prescribed routine broadcast, thus leaving time for any calls to prevent potential conflicts.  

It's not a rule, it's a Contractual Agreement; nothing to do with CASA or CASA regulations.

27 minutes ago, PapaFox said:

And then you get the likes of Mildura airport where their Terms of Use for the airport says that all aircraft shall call downwind, base and final amongst other calls. That would have been a nightmare when the pilot academy was operating there.

If you want to use Mildura Airport, then that's what you do there, so just put that in your reminder list for Mildura. Many Airports specify their own particular procedures which are used to cope with local issues. I agree it's a pain if you're trying to memorise a standard procedure.

......an incipient stalk, but luckily he got the 308 started again and putting out more power than ever. He was now over the University where students were the siding about rich aviators and one had actually ........

7 hours ago, Kununurra said:

It seems like dammed if you do and dammed if you don’t.

To much radio chatter ie taxi, entering rolling can be seen by some as not required.

Interesting perspective, how does anyone know who is around to gain SA if there is no broadcasts?

My thoughts are, if no one is around then you are not bothering anyone. If there is aircraft inbound 10m etc. then they will hear your broadcast and start to build a mental picture of what is happening in and around the circuit.

 

Don’t rely on replaying a radio measure to assist you as time is of the essence, there is enough to do on take off without reaching for the switch to replay a radio message.

 

If you are not sure of who is in the circuit or if a conflict exists, don’t take off to establish who is going to conflict with you as that could only end bad.

 

See and avoid is what should be your priority, if you can’t see how the hell can you avoid?

 

 

 

There is a vast difference in radio traffic frequency in City, high volume operations where clipped speech and being ready to transmit the SECOND the last person finishes are both essential or you get way behind the action and are a nuisance to others, hence the "see and be seen" requirement which throws responsibility to the participants vs the country airstrip with up to about three in the circuit. Those circuits are often frequented by people who have actual conversations rather than use the required, short, terminology.

At the first airfields, there's nothing for it but to try to build up time in the whirlpool to build your radio skills, but most important to practice, practice, practice so you don't have to think of what to say.

At the second, the chatter doesn't usually matter until one day it might. Entering the runway, and Entering the runway and backtracking for XX are both important in country airfields because an inbound aircraft, can replan his circuit based on what you've told him. There have been plenty of accidents over the years where someone landed on or collided with someone else who hadn't made a call.

12 hours ago, old man emu said:

How attractive does an airport become if fuel is available 24/7, even if you have to do your own fuelling?

 

The locals at Tooraweenah, NSW are looking to revitalise the privately owned grassed 3,800 foot long strip with a view to incorporating its use into tourism development in the local area, which includes the  Warrumbungle Mountains. They figure that a strip without fuel is like a fish without a bicycle. The owner of the strip also wants to develop a museum to tell the story of one of Australia's commercial aviation pioneers - Arthur Butler. The hope is that the museum will be a place for aviation-minded people to visit.

Ticking some good boxes there; one of the best views of the Warrumbungles with a viewing platform within walking distance. Fuel-coffee-food-toilets are tourist magnets, and where there are good facilities with friendly people they usually go on the notes for next time.

.......a dead cow.

Now we briely covered the early days of RedCow Milk and excitement, but it's important to realise that when kids drink milk each day, Australians consume Tonnes, well they consumed Tons then, and one dead cow was the loss of half a years work. The Dairy Farmer grabbed his shotgun, jumped on his horse and headed for the wreck, but he'd left his glasses behind and had only loaded sparrow shot, and ............

..........speeding Bullit. This was back in the days when all school kids were given milk at morning recess, supplied by RedCow, and many of them went on to drink milk all their lives. In those days RedCow ran air races and drag races, and the wagons used to fly on the drag strips of Australia to the point where they were sponsored by RedCow who came up with the slogan "RedCow gives you wings!"

One day, Turbo and OneTrack were sitting around drinking milk, and OT said "I wonder if the wagon would fly, if we fitted wings" so they got out the oxy torch and ......................

......the "Bundy Rum" he trucked in from the Cattle properties and sold on Ebay for ............

...a distraction to the obvious beauty walking towards him. He noticed she was wearing a sash, and when she got closer; about a metre away; he was able to read "Miss USA 2022". He couldn't believe his luck; she was smiling at him in obvious invitation. Then there was a blast of music and he realised he had really woken up this time; gin bottles all over the floor, stale cigarett smoke and a hacking cough that would scare even Mavis away. He ..............

.....a US basketball cheer squad marching behind, a float with male models wearing all my uniforms, from the Kyber Pass Sh!t Brown to my latest Camo with swagger stick holder, followed by a choir singing tunes of glory, followed by dioramas of the battles I was in, followed by a trailer with the Jabiru I built, prop split after I ran over it in the garage, main wheels pointing outwards, misdrill holes that made the aircraft whistle like a Stuka, the tail fin on backwards (well Mooney designed theirs that way), and engine oil leaving a trail along the road, with a special seat surrounded by gold rope at the end of the procession to sign autographs.................and then he woke up and .........

7 hours ago, aro said:

A C172 specifies 60-70 knots for the landing approach. One school I knew specified 70 knots as the approach speed to be flown - which would be OK, except that they then applied the CASA margins of +5, -0 to the speed. So flying the approach at 75 knots was OK, but straying into the book speed range was outside tolerances.

 

Then you send the student out solo, the aircraft is lighter so flies with a lower nose attitude, the student has been drilled not to get too slow, and it's a recipe for landing on the nosewheel.

 

No doubt that's the cause of a few of them.

A variant on that is the hundreds of students, particularly in C150 and C152 who skim almost the full length of the runway in ground effect before touching down, and a few of those, seeing the end of the runway may shove the stick forward thinking they can force the aircraft down.

However, by far the worst group of instructors are the ones who for some reason actually teach the point and shoot method of landing where the yoke is used to control altitude, pointing at the proposed touch down point and the throttle is used to control speed. Using this method you're almost certain to touch down nose wheel first often.  We had a group of instructors on this site about a decade ago who vehemently argued for this method because it was used n parts of the military, and blasted anyone who said different.When that debate was on a cople of the members bent nose legs. Those instructors moved on from here but I know at least one of the is out there lurking and probably teaching the same thing.

......days of the Bob......"very common" he thought, and then started to dream about the money he could make as a Spitfar Ace. He was not silly enough to believe he could ever pull off that hangar fly-though, but he was good at photoshop and video splicing as a result of his dark web activities.

"I could walk alone on Anzac day with a spit on a trailer behind be, and a brass band playing .........."

RA Instructors rarely seem to post here, even when outrageous aircraft handling is being recommended, however, to be fair, that's very much over-simplified.

Before you get to the instructor, you have to separate out:

• Under-Designed nosewheels
• Nosewheel collapse as a result of prior/multiple prior strikes.
• Whether the landing strip is suitable for a lightweight RA aircraft

....search to replace a blown light bulb.

Finally Loxie managed to hook the undercart [BigglesAbRef] with the rake just as Cappy did another zoom up. The combination worke and the qheels came down, or rather out as Cappy was halfway through a barrel roll; he rolled again at the top of the barrel roll and it looked as if he wouldn't be able to pull out. At this stage he was headed for one of the hangars (hangers for Qlders)  and actually entered one upside down coming out the other side in continuation of the barrel roll. He received gasps of applause for his spectacular feat, but was surprised when told about it after he'd landed. "What hangar?" ...............

1 hour ago, circuitsun said:

Any one who would vote yes to this proposal is either asleep, totally apathetic, or dense as lead.  Members have already lost most of their rights & influence after the coup changing to a corporate administrative model. To give away more of your last few rights,  to simply & unnecessarily solidify the power of the entrenched "drivers at the wheel"   to remove a director, effectively without recourse. 

      Think !   down the track it may be a director you have supported/elected, who rebels & actually tries to work for the members.   Do not give them more power, it is not necessary, and certainly not in the members interest.  Keep your few remaining options open.

 

Circuitsun

It's certainly stunning that the members haven't pulled out the old and new constitutions and powers and looked at the side by side.

......."HOLD IT XXXXXXX STEADY!!!!!" which was a waste of time because anyone who has flown in the circuit with Cappy knows he flies like a UFO. Finally they came up with a plan to ........

scary.

As usual Cappy started to cry, but he got lots of "Gung Ho!s" from Turbo and Ahlox, and Turbo came up with the idea  of roping a parachute harness around the fuselage of his XIV and having Ahlox strap himself in and sit on the fuselage in front of the wireless aerial (realplane avref) holding a garden rake to pull the wheels down.......

With a US accent, I would thunk he would be talking about US Law which doesn't apply in Australia.

In Australian Jurisdictions, not all States and Territories will necessarily have the same laws.

For Victoria you could give these people a call:  http://tlfc.com.au/air-rights-faq/#:~:text=For the most part%2C owners,sale of the air rights.

....hoses running and have a beer.

The Royal Commission into the sinking of the Princess of Tasmania heard from witness after witness that .......................

Easy for any Member to introduce a Bill; very difficult for an Independent or Minor Party to get the support to get it through both Houses of Parliament, so it's a big mountain to climb.

Then there's the "grass is greener" story coming from older Australian pilots and owners, where they haven't done their research and don't realise that today's FAA is not yesterday's FAA where I once booked an aircraft hire, drove out to the airport, and the operator, on the phone, threw me the keys and said "it's the green one" for a flight through Nevada to Utah, me being an Australian with no US flying credentials. Today the US is steadily updating to the same ICAO standards as we are.

Then there's the reason CASA is caSa which seems to be the root cause of all the squealing. It's based on Australian Law which is slightly different to US Law. Technically it would be less expensive for the taxpayer if Australia was to shut down the prescriptive laws which CASA is obliged to administer, and say "There you are, it's all yours, fly at your own risk.", but politically that's not sustainable.

Then there's the motive for such a statement.

........hopefully because there were soldiers throwing up right throughout the ship, and he was wishing to return to the relaxed behviour of Victorian Squatters, who didn't throw up or yell, and always gave big tips, because ...............

......adass military equipment that the Ukrainians had.

Instead he decided top be a sneak and take his troops across on the Princess of Tasmania.

"No one will know", he said  "so like the Russians, I'll gain the element of surprise, and can then ......

Vladimyr Andrew during his last visit to the USA, accompanied by a horse groom.