turboplanner

If you put a vacuum gauge on the manifold you’ll get a good before and after for a series of cruise speeds.

....speck (avref) in the distance.

The speck expanded into a pair of wings and a......

a bikini factory, and introduce slightly skimpier models every two months. He'd get there eventually, he thought, but then...............

"....OT (hinting at a very close and respectful relationship) is the major sponsor for the local CWA"

The Captain squirmed; sooner or later it had to come out; every time there was a news story about Harvey Weinstein or the Me Too movement, Captain would flinch, and think about.....

https://www.facebook.com/BevMcArthurMP/?__xts__[0]=68.ARAXfIsPv-vnDnKnuRuyxRM0btiUJCZXaHQ1tmIg01norl3mlCn2PFOr2Ececdu5KsjruQ2xMb0yUmmMeUuJv4sNs_xLU1yveGwygGPEz6orrbLu_Qn2AK1wjnTuSEwsg1BlHIN30XUMdsWo93pzVZeADaH66fhKQxkHmQBM9KcSErF3DnrMr6t9p9an9wd6jIvH4gno1MbYk1UAZ02XkvjLuYKdfSo9FRDnUMmYT6o_nZqtBiJAcs537c3OoQ2M2l8isrw5OtcmjLdfyHHj_nZMlc0WlXKaKQT4mG_UUWYHx_RkDFtGGtyM-1sA6FOw3FVADwzgBPyV6I58z_s0SlZtjUq2dKIW215fQDWBl70w1WcMtdsylV5zYg&__xts__[1]=68.ARDqO0XYzfqe3MlHQqYQk0RInNt-A2itmdbYRVxl6_QAEZ8hyX1IqEfXI8tUUJc7z78V1UI4O0GONxwqztwHEF3Ti--1x7MnKG4OLg9tPzgeLCVKvSBPXstAIJuKyrMe0iAY8EhL1Q5ZOZRU1Yz-6RETUFhSrsYahGFqahgQO0iKxn7gQfvCczYfGsRyWqOkIA3vIBrzz_I5mLon1NKZXlpkOl4hXJNZ4Klg6T_Ysy1Rh3eaSGpZKhy9rTk9IWgJU_tAyNH6MzU0t0eY3OY7CY5GvnKLrOAwF_HXjo83t-ECJmgu-fyYJY8qEp3vD59D1J0sSyvm2olkEhkbOKzhkhwmNma9&__tn__=kC-R&eid=ARBAwa6uOEYs3m-dsIOjIq2UDHCM0dVAEcIRk1jBxbiOqeCcsXBTbZnj9WPMH3AJ3q8AOjG5ciz49MjC&hc_ref=ARRgZD_HceLrY8LLtOWVJJCZdR7tahn6RF5nWdJ8bpOVSd55eNfS9vKUEfwsyhbkbuk

Great job by Bev

....a South Queensland Humping Crane, one of the rarest birds in the world, which relies on a sparse vegetation for its take off runs, and is easily.....

How much VFR flying have you done in CTA? It's not as hard as you make out. I suspect most of your CTA work might have been IFR?

 

I was a passenger in a balloon that landed at Essendon. It was interesting to see the process - transponder, airways clearance etc. No NOTAM as fas as I am aware - I don't think they could predict where they were going to go far enough in advance.

 

I don't know about Facthunter but I've flown in CTA as little as possible.

You don't have tp do a whole PPL to qualify, just the CTA module and flight training and test.

You need an airctrfaft with the required equipment.

In theory, you request an airways clearance then wait to be called in.

There are several entry points, and you plan to enter by the one which usually gives you a straight in approach to the active runway.

The Tower Controller sets your journey and separation rather than you. You give call back on all instructions, and some instructions have special meaning so your radio skills need to be a step up from RA.

You need to know what the entry points look like and what the reporting points look like.

When you get the clearance to enter, you come in through the entry point and if there are no traffic issues you'll be told to report at the reporting point, told to proceed and cleared to land.   So as people have said, not too difficult. However it's not always like that. I've had one entry where someone caused a delay and I was told to orbit at the reporting point for about five minutes. The reporting points can be hard to see - a breeze if you fly there every week, but on one occasion, search as I might I couldn't find mine, and luckily just spotted it as my time was about to run out. Another time someone behind me couldn't see the reporting point, and he was told to make a 180 turn and depart via his entry point. That could have cost him up to an hour delay, or even no slots available. On another occasion I had a dream run in, but on the way out I received a warning of a thunderstorm approaching from the south. Since I was taking off to the east I wold be flying away from it so committed to take off. I heard a medivac airctraft given a take off clearance behind me. He was much faster than I was and the Controller ordered me to make a right turn and depart via the southern entry point  (a) I hadn't swotted up on the southern reporting points (b) I was heading into a thunderstorm. I got out of it with a blistering tirade from the CFI who was testing me at the time.     You may not be in IMC but taht doesn't mean that there are not several people out there under the hood training for missed approaches etc in aircraft twice as fast as yours. The Controllers are telling them what to do.

With the right training and regular currency work, it is not really hard, just keeps you right on your toes at times.

Someone made a simple comparison between the Adelaide CTA and Dallas Fort Worth. If you look at this diagramme it really is all happening inside a 30 mile radius, but look at all those shapes; if you were sent to one for 15 minutes, how would you stay within its odd shaped boundaries VFR. The answer is you wouldn't, the aircraft in that CTA have the instruments that allow them to do that, so you can't make a direct comparison with Adelaide.

Here is the connection with weight and stall-speed... A heavier plane with a higher stall speed is more dangerous in the event of an engine failure, and it therefore needs more height to find a safe place for the emergency landing.

 

Forcing heavier planes to fly lower than could be done is a nasty thing to do.

 

Whoever wrote the Jabiru flight manual sure agrees with Facthunter... the manual  says that , like any single engined plane, the Jabiru should be operated with a view to the fact that the engine may cease at any time. 

 

But this has been rendered impossible by "safety" authorities!

 

No it hasn't.  You as Pilot in Command have the choice of where to fly. You as Pilot in command have the responsibility for your decision.

.....but a size ten hand closed around hi throat. "You weren't picking on Turbo were you" said John very carefully. Realising Captain had nicely set him up, Onetrack, by now almost Twotracks, squawked; "You've made a mistake,............."

Sorry to continue BUT the emphasis does matter - in your statement we, the great unwashed RAA, would never be permitted to enter CTA, it being the domain of much larger commercial traffic.

 

Under mine CTA is but an endorsement away, a privilege to be earned to be sure, but permissible along with all other fringe (GA, Gliders, Balloons) aviators.

 

I take my flying seriously, its pleasures and risks,  you appear to be trivialising it by such statements as "people thinking they can get a short cut home" - thanks for nothing!

 

With a suitable aircraft available, becoming qualified to fly in CTA is a relatively straightforward component of the PPL, and, particularly in Sydney many RAA students have qualified during their training, so calling the RAA the great unwashed is BS. There is a pathway there right now.

The previous comments were not about someone training to transit CTA in a suitably equipped but about attempting to change CTA boundaries, which is an entirely different thing, is very complex, and must take into account the reasons the CTA boundaries and levels have been put there in the first place.

I think there's a good chance of this blowing up big time. I can just see some complaints getting to the politicians and a Minister saying to his advisor, "Yes I understand that self administrators want to be able to fly on a driver's medical with a little more weight, but they're only flying those little grass hoppers aren't they?" and the advisor saying "no they want to fly the exact same aircraft in the same places as a Pilot who needs a Class 2 medical and training to a PPL standard, higher certification and maintenance by a LAME" and it will be on.

Rick has made some very strong points that people should be thinking about, because in the worst case this could be very costly for RAA members.

Note: this is a precis of a quick skim through of Rick’s post. I haven’t made any comments, so any variation in these notes from the original is just an error and defaults to the original.

SUBMISSION AGAINST THE WEIGHT INCREASE TO 760 kg

Clause 1

1.     A similar previous proposal in 2008 did not result in any changes

2.     Raises concerns over regulation of Sport & Recreational Aviation in Australia

3.     Causes double standards in safety

4.     Increases administration costs

5.     Little safety improvement or ability of aviation to flourish

6.     Well proven regulations already exist

7.     This proposal is about expending self-administrated aircraft categories and different  standards for pilot and instructor training and medical certification, and aircraft maintenance.

Clause 2

8.     For the advantage of very few people

9.     Australian aviation is not based on giving advantage to a select few and/or on an exclusive basis.

10.  Why would we do something that has not been successful anywhere else in the world?

11.  Why would we even experiment with this?

12.  Can we afford the potential failures and safety issues?

13.  Why would we depart from ICAO standards?

14.  Most people have no objection to changes which allow aviation to flourish but we need to be cautious about departing from well proven standards.

15.  We can draw from USA, UK and Canada’s bigger fleets; we don’t have to reinvent the wheel.

16.  We hold serious concerns where lower standards are awarded to a private organisation on an exclusive basis.

17.  This creates double standards

18.  Exclusivity is discriminatory.

Clause 3.

19.  Part 149 does not take ELAA any closer to being an Administrator

20.  Part 149 has introduced differing rules and regulations which disadvantage people.

21.  Less fair for private aviators

22.  Even less fair if the proposed weight increase is introduced for aircraft registered with RAA exclusively.

23.  Important safety case against the increased weight

24.  People in GA with medical problems can jump ship into RAA

25.  Will lead to a deterioration in maintenance standards, eroding the stringent standard for VH registered.

26.  Migration of VH aircraft to RAA will affect the viability of GA

27.  The changes may contravene Australian Consumer Law

28.  Thousands of pilots are disadvantaged by RAA lower medical standards

29.  If there’s an opportunity to expand aviation in this area why limit it to one ASAO? – there is no technical reason to do this.

30.  A key ICAO goal is commerciality

31.  CAO 95.55 specifies that only RAA is entitled to certain exemptions for certain ultra-light aircraft.

32.  The current Proposal wording is misleading and discriminatory in favour of RAA only.

33.  Can lead to double standards in pilot licensing.

Clause 5.

34.  ELAA have been discouraged from 760 kg limit by CASA.

35.  CASR 149 has been written to exclude ELAA’s application.

36.  While CASA say their mandate prohibits legislating a competitive advantage, the opposite will happen.

Clause 6.

37.  Fatal Accident Rates are not being depicted fairly.

Clause 7.

38.  Training standards give RAA an unfair advantage

Clause 8.

39.  Increasing the weight limit provides an even greater disadvantage for categories other than RAA

40.  ELAA recommend the weight increase be rejected in accordance with Option 1

Clause 9.

41.  Request a ‘levelling of regulations for:

42.  Pilot licensing, training, competency, standards

43.  Flight Instructor training, competency, standards

44.  Medical certification of pilots

45.  Aircraft maintenance

46.  Removal of duplications

Ave8r is right and turbs had only a platitude to offer, so I declare this ( CTA) discussion closed, on this thread anyway.

 

And so you should.

Turbid (who has been in witness protection since he rolled over [aviation term]) did a double take as he had been worried for months that his name would come up in the Royal Commission into the way that the Vic Police "managed" (wink wink term) Nicola Gobbo, because Turbo knew Nicola well from the time that she defended him successfully back when he was a gangland kingpin known by his Mediterranean name of ………..

 

[introduction: Turbo has helpfully provided the end point of the story because the Captain, like a cow with the squirts was unable to stop himself as he thought up more fact-less dribble about an alleged red scooter]

...Santo Sortini. He remembered Nicola findly from those days of difficulty. "She gave everything" (legal reference) he said, "The police had said they smelled drugs, but I was eventually able to prove it was only the odour from the cat farm, which I admit did get a bit on the nose on a hot day." 

Still reeling from Captain's attempt to finger him, he went back to his Union mates, and had them declare the Captain, who by now was producing regular concrete building structures, large-scale concrete formwork. This triggered regular Worksafe audits of him, a requirement to wear a fluoro vest (instead of his natural tweed sports coat), and to have scaffolding erected around him at all times, including ........

Protection/separation of commercial traffic is certainly an outcome but I would have thought CTA is primarily an IFR facility (yes I know full well that GA VFR can enter CTA but I see this a secondary almost coincidental function) and that commercial traffic is the main user of IFR.

 

It doesn't matter what it's for; you don't get to fly through it unless you and the aircraft qualify.

As ave8rr says, this is a red herring with one or two people thinking they can get a short cut home, but increased weight and CTA access were a combined dream some time ago.

....he felt the need to release another concrete sail, so he bent over and.....................

Turbs, I can imagine you saying all this stuff  against the RAAus when they negotiated to be able to fly to Tasmania over the 5,000 ft "safety" limitation.

 

Let's not start making stuff up.

A CTA Lower Level is a CTA Lower Level, and is for the protection primarily for Commercial Aircraft with passengers.

I've never heard of anybody who seriously needed to use the CTA airspace between Callington and Murray Bridge between 4,500 and 6,500 ft.

 

Gosh the Murray Bridge CTAF goes up to 4,000 ft just there.  I'm sure those guys would notice a loitering CTA plane at 4,500.

 

And I can't think of any international standards reason why a 6,500 step beginning at Callington ( this place is halfway between the 4,500 and the 8,500 steps)  and ending at the 8,500 ft step would be a problem. There are whole countries which are smaller than the typical Australian city airspace, and these countries have international flights in and out.

 

If this is wrong, I would welcome more information, it would help me come to terms with being endangered... at least I would know that "international standards " were to blame.

 

I'm not going through the "home made CTA"design again. I've given some basic reaspons why CTAs are individually designed and don't necessarily compare city to city. The only thing non-qualified pilots have to do is ensure they stay out of them.

The Adelaide Hills probably complicate the Adelaide CTA somewhat.

Even with the lower levels of the existing CTA, Airservices Australia have a current Warning out for seven hotspots around the CTA which are causing problems:  

http://www.airservicesaustralia.com/wp-content/uploads/VCA_hotspots_Adelaide.pdf

As far as being endangered is concerned, you've mentioned this several times. As Pilot in Command you get to flight plan your route, and you have the total liability for that, so no point in hanging that out in front of officials; that might well be why you're not hearing from them.

............the beggar sailed past in a bus, stuck his head out the window and gave the Captain a huge smile, with no teeth to be seen anywhere. "Bugger the beggar!" yelled Captain "get on the BIKE!"

Now not many people know that prior to the generational hiatus of this thread, the captain owned a pink Suzuki trucked up to look like a Harley. "It was a sound decision, he told us; I got the charisma of a Harley, and the reliability of Japanese build, saved me a fortune in parts" The problem wasn't the Suzuki so much as his matching pink leathers, peroxided hair, and white Nikes. He wasn't gay; we knew that for reasons we can't divulge right now as it would release a flood of Me Too claims, but it certainly attracted the attention of motorists.

And here he was, telling Turbo to get on his bike???????

Turbo made a move towards the bike, the Captain opened the throttle, and in a single move Turbo did a backflip and twisted sideways behind a car.

Captain didn't notice; his focus was totally on the bus. As he accelerated up beside it the beggar's face turned white; "Shoot the bastard!" he said to .........

....newspaper as a smaller sail hit a nearby dense living residential tower breaking the tip off, which ricocheted straight back, also knocking his coffee cup over. He was furious; not wanting to spend $3 on another latte, but also not sure that a tiny chocolate colored coating hadn’t broken away from the chip and fallen into his coffee. As his hesitating hand moved closer to his small change.......

A  fertile imagination could think of a plane which did a near vertical dive at Mannum and then powered up to fly level to Mount Barker. This is what they can do now all in CTA.

 

Is this the plane you are thinking would fly with less safety? Then at Mount Barker, it would repeat the vertical dive I guess.

 

I couldn't think of one deciding to do a vertical dive at the step either.

However, if I'm on approach and instructed to hold at a certain location and expect clearance in 15 minutes, I could well be cruising around the radius down near the LL, with my low wing aircraft, and you with your high wing aircraft may well not see me.   Lots of aircraft use the internal extremities of CTA.

...came a strange noise and a.....

On the south side of the 2,500 step (just into the 4,500 ft step) there is an active airfield called Aldinga.

 

There are 2 or 3 other airfields in the 4,500 zone.  This zone extends from Gumeracha to Mannum, or Mount Barker to Murray Bridge. Yes, the Murray Bridge airfield is in the 4,500 step too.

 

Very similar to the other capital cities. training areas can have some odd shapes and elevated aerobatic areas which are outside CTA

Sometimes I think people who come from a gliding background, and I'm not aiming this at you, can have more difficulty understanding the limitations we work with in powered flight; If an engine stops, you are going down at a much faster rate than a glider, no thermal is going to pull you up and make a difference, and one piece of smooth flat ground is as good as the next; you don't usually get the luxury you want, and if you haven't come from gliding, you're not expecting it, it's just stick forward, where's a golf course or even an oval; you're probably going to smack into the end fence but by then most energy should be dissipated.

I'm qualified to fly in CTA, but I do pretty much the same as you do; fly in below the steps. If the engine quites its a forced landing, not a glide all the way in to the airport.

You could also check out what Aro said and go thr route of RPL for pilot qualification, and see what you would need to qualify the Jab.

My main fear of controlled airspace is getting a bill called "user pays " from Airservices for thousands of dollars.

 

People will certainly pay a big penalty cost for a CTA incursion.

Another thing to think about for anyone who flies near CTA with RPT aircraft is the liability cost.

From comments on this site is seems that most pilots are covering themselves for $20 to $40 million.

However, if you happen to take out even a Dash 8 with 50 people on it you could be up for $125 million, so your really don't want to be anywhere near pushing at the boundaries of CTA if you are just flying for fun.

Gosh turbs, I don't want to do anything except fly my Jabiru sedately and legally staying well away from controlled airspace.  What do you mean by "extra"?

 

As I understand it you want the CTA LL pushed up where you like to fly, so you can glide further, which would mean less safety for all those who legally fly in CTA.

Ok Turbs, lets do this a step at a time... Take out your Adelaide VNC map and find the 4,500 step and a nearby town, like Mt Pleasant or Callington. Mt Pleasant is a bit further out from this step but more in line with Adelaide 23.

 

Are you aware that VFR traffic is legally able to fly at 4,500 ft beyond ( further from Adelaide ) this step?

 

Every CTA is slightly different and every CTA is designed for its location.

You're looking at it from the point of view of a person who wants do do something extra OUTSIDE the CTA.

The CTA is designed for people who are trained differently, have different aviation equipment, which they are trained to use, who may be flying IFR, even though there's a blue sky, who may be navigating off NBDs rather than visual markers like dams, large factories/large building etc. in aircraft which may have a different performance envelope.

The LLs are designed to protect the aircraft operating INSIDE the CTA.

Also built in is a tolerance for those outside the CTA who accidentally make incursions into it, and those who accidentally make incursions out of it.

When fiddling with CTA, the consequences need to be taking into account. I've flown into Adelaide as a passenger many times where the aircraft scrapes over the hills and makes a sharp left turn for 23 so low you can almost see the animals havig their breakfast in the zoo.