turboplanner

Im seeing that if you are in a situation where you will be landing without 30 min fuel reserve INTACT that you declare emergencymethod to avoid this is to find suitable off field landing area

 

Talk of potential ATC and 30 min to permit traffic etc id suggest would see many here give up flying

Facthunter was referring to situations in CTA where the tower controller is setting priorities; so the "many here" would never be in that situation EXCEPT, if someone lands gear up or a student crunches the nosewheel on a country strip, the aircraft could be sitting there when you arrive, so you'll have to divert, or there could be a million other reasons where you'd be down to 30 minutes.

Think of it as just a mic change,  which alerts others .

Why would regulation changes influence pilots more than the risk of accident due to running out risking injury?Id reckon if you entered CTA in low fuel state you might let ATC know that you are in risk of running out in 30 min....not a mayday.

 

The more regulation users consider useless, the tendency is to ignore it and other regulation.

It was a regulation for GA. I don’t know about RAAus. Private ops had to have 45 mind reserve and commercial ops had to have 45 mins plus a variable reserve ( I don’t recall exactly what the variable requirement is as I’m not commercial) then on top of that if the destination airport has an INTER weather forecast then need 30 mins extra and if a TEMPO then you need and extra 60 minutes reserve. 

 

The diffrence now is that once you reach your reserve you have to tell the world about it by calling Mayday!  Before this you could just quietly use your reserve knowing that you had it for a reason. 

I think the Mayday call has been introduced for Airservices, so they can trigger a full priority for the aircraft. You only have to read through this thread to see the reluctance to call a Mayday or even a Pan.

In that case, how would a CTA tower controller know to give you preference to other aircraft.

I've mentioned a classic case before where a pilot was unable to get into his home field not far from Moorabbin few years ago, o he came on down only to be told by the tower that the airfield was closed due to weather, so he turned away and went looking for other alternatives, so he returned to Moorabbin, now very short of fuel. The Tower controller told him the airport was closed, they got into an argument which ended with him saying he was coming in whether it was closed or not!  He knew he was out of fuel and stressed beyond recognition, but he hadn't told the tower controller. The ATSB after investigating the incident pointed out that the pilot could have landed at Moorabbin the first time, rather than risk his life running out of fuel, if only he'd called a Mayday On receiving that call the tower controller and services would have immediately done their best to assist him down. This change trips that switch,  making things safer for the pilot. As someone said, the Pilot then has to go through the paperworkmill. However, anyone getting into a situation with less than 30 minutes fuel left deserves to have to explain himself. I can understand to thinking of guys here who mainly fly local, but even if a person flight planned a three hour flight leg, and logged fuel burn every ten minutes,  flights often encounter issues like wind strength/direction,  engine tuning problems, redirection for some reason, and GA aircraft have big tanks that allow you enough safety margin to virtually never put yourself into this 30 minute situation. Some people just can't help themselves and wing it, and I guess this regulation provides more of an incentive not to make a fool of yourself.

Tongue firmly in cheek!! You cant tell the masses this isn’t going to be considered until the next round of reg’s become effective, then turn around and tell us it’s all good now. 

Anyway, they confirmed they have the 750kg but it wont be for LSA. All LSA stay at 600kgs. I guess they now have to change all the manuals to suit so it may take a while to come through. Flying schools will have to use LAMEs for the higher MTOW, but owners will still be able to do their own maintenance.

What could possibly go wrong?

Does anybody know what happened to that old man?

I've had 4 engine failures in an ultralight. One at 1000 feet AGL. 3 at less than  200 feet AGL. Flew home after a field repair after 3 of them, and trailered the plane after the other because it got too dark to fly. I do a short soft field landing nearly every time I land. Not because I need to but to keep in practice. Engine failure at 1500 AGL training did not prepare me, except for the stick forward as soon as the noise stops part. Being vigilant regarding wind direction and staying away from tiger country certainly helped. Practice practice practice landing without touching the throttle also certainly helped.  As this thread states.  Engine failure should not reusult in a fatality as long as you prepare, train, and anticipate that it will happen to you one day. 

Gliding taught me instant response to the "nose down" after loss of the/O thrust. There was no room for a wtf moment, it was a trained instant movement, perhaps a mental connection between hearing the windspeed, and the hand.

I was in a cable break in a Blanik, and by the time the bang had finished the instructor already had the nose pointing at the runway and the landing was 10/10.

So you have two reaction times - subconscious and when you have to think. The three seconds is still a good idea in case you have the third reaction "this can't be happening....."

It became clear several pages ago that this subject has no relevance to recreational flying.

A proposed airfield/airport at the Adani mine site was dragged in as an excuse.

This airport would be located approximately directly south of Charters Towers and west of Moranbah

On Google Maps that scales out to just over 300 kilometres from the COAST, let alone the reef.

If people want to spout BS and theories about the environment, that's up to them, but this proposed airport is not going to affect the reef.

It sure does...nose down quick and keep the aircraft flying. Low level doesn’t give time to do much...carby heat, fuel tank, mags. Best glide may not always be sufficient and more speed close to the ground is your friend but treat the relationship wisely. Speed can be traded for height to clear an obstacle or even a turn if circumstances permit.

Practice the impossible turn at 3000’ and work out what height you need to land back in the opposite direction, crosswind or to complete a circuit. Add at least 100’ to it and imprint that as your decision heights for an EFATO. But you must know your aircraft and have a clear plan before you firewall the noise knob.

 

Be prepared to wreck the machine rather than attempting to save it. Stretching the glide can be fatal.

 

kaz

Cow dung can be used as fuel too; there are literally hundreds of products which can be turned into fuel for internal combustion engines, however in relation to the down to earth subject of this thread, buying a can of two stroke to fill the fuel tank of the type of aircraft bull was talking about is neither expensive, nor difficult.

This thread has at times shown flickers of making a difference; "the time" is not even close to having gone, with plenty of aircraft still flying out there and plenty of others in sheds able to fly after refurbishment.

It just needs people to promote the sector, and it needs RAA to get out there and support what it was set up for.

Who screwed up this formerly great web site? I knew it, and stated it months ago, that when a Committee takes over that things will go to pot.I like to reply to the top of a question, putting the question below my reply. Now I get a stupid box that outlines my response & gets the response all squirrely. And where is "Reply" when you want to REPLY to someone?

 

It's like everything else. Just when some great, intelligent, hard working individual makes something work perfectly, a committee has to be appointed to screw it up.

 

I think I just figured out how both our countries got so fu-k-- up.

However, the good news is that things are falling into place day by day as the program loads history and gets our cookies sorted out.

So relax; it's costing you nothing for a great resource.

All take offs  are recorded in the aircrafts log book. They get this information. I would think.  The take offs  and landings are probably the most risky periods of the flight.  Nev

You guys sound like you're drunk? Am I the only sober one here? It's usually the other way 'round.I wish I had the ink to tell you some of the rules I've broken & gotten by from Federal and local law enforcement. They call me Slick Willy too. We had a saying in Vietnam: "What are they going to do? Draft me & send me to Vietnam?"

 

Exactly.

Should have added yourself to the sale list.  You are a bit of an ol stud.  Ho Ho Ho Ha ha ha ... lover yer week HH.

    "Density Altitude relates to your aircrafts and engines PERFORMANCE.   Even on a warm day at sea level you will be affected by it. It's more likely to surprise you when you fly from an aerodrome well above sea level or try to climb over a Mountain range en route. All Lift formula's have  a symbol for air density in them. Density is a measure of the actual weight of the air molecules  in a given volume  of air.. It affect the prop the wings and the engines ability   to do their jobs.. Mass airflow  (not volume airflow) gives power.. I don't see this as  a Met subject.   Nev.

Take off with a full load on the coast at day break, fly inland where the temperature has been rising, take off again in hot weather and if the strip is short, you’ll know all about density altitude. The calculation is relatively simple to tell you how much runway will be required, to quite an accurate length, or whether you’ll actually get off by the end of the runway. If you can’t it’s just a matter of checking the temp as the day cools, as long as you have the requisite daylight available.

What an idiot report - "The plane landed upside down." It landed then flipped. If not for the culvert, he may have pulled off a good forced landing, despite the length of the grass.

That is correct colloquial English, as in "the car rolled over, landing in a ditch", or "the student didn't do his homework and landed up in trouble, the word "landing" being the equivalent of "finishing up".

And it wasn't one report, it was a summary of updates, where more and more details were provided as people on the ground were able to provide more information.

This subject belongs on the other site where all the Great Minds can chew over it.

Container of new oil, chainsaw bar lubricator pump, press the button every time you update your flight chart - improves the average oil quality, rather than deceases it.........simple.

Don

Even if you stay in bed all day, there is some risk. Personally, I choose activities which are fun and so I choose to accept a higher level of risk than staying in bed. To put it more strongly, I reckon extremely risk-averse people actually have a mental health problem.Nobody on this forum falls into this category, but there are actually some people who rarely venture outside their houses because the world out there is so dangerous.

 

So I am going to continue to do things like fly friends in my Jabiru even though turbs is right and there are dire consequences if things go wrong. I reckon the risk is small and the fun is big so the risk is worth taking.

 

That last sentence could be among a list of famous last words huh.

And by the way - a few GA guys out back, who own their aircraft and flown for years now fly without any BFR or Medicals. It is not relevant to them and is just hoops to jump through with CASA, which they now refuse to do.

I reckon Turbs lives in a theoretical world where every judge is wise and fair and Jaba lives in the real world.

“Deepest pockets is deepest guilt”Bad outcome equals negligence in most people’s minds.My latest copy of my medical defence journal carries a salutary story where a surgeon was found negligent this year for not using a particular technique in a hernia repair. Two “experts” gave opinion it should have been done a particular way. Two others said it was standard modern technique to NOT do it that way. ( and I gas for at least one hernia a week with about 5 different surgeons and not one has used that technique as standard for a decade or more. ) But the court found surgeon negligent for not doing the technique even though no currently accepted reason to do it.

 

The literature is full of similar stories.

 

The two doctors who gave Barry Hempel the medicals prior to his crash where a passenger died were pursued for about a decade and they just fulfilled the old style medical without making a detirmination of his fitness to fly.

It doesn't surprise me that the CASA bashing just rolls on, even when a great opportunity comes up.

Take up or not doesn't really matter to CASA; if the doctors don't want to take advantage of the protection available under this system, they can simply post the rules, and step out of any involvement at all

But when a bad outcome happens everyone involved is lumped together. Regardless of common sense everyone gets tarred as being culpable. The less input you have the less risk you carry.So make no decisions you carry much less risk.

Hopefully when the rules come out, the DAMES can relax, and we will have a simpler system available.

But CASA does not let the doctor actually decide.......The doctor doesn’t actually decide you are fit to fly, he decides if you fit the list defined by CASA.