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Showing posts from 2009

New Rules for Licensing and Operations

Well, if the White Paper is correct the new rules for licensing and operations will appear by the end of 2010. Here's a discussion of some of the proposed changes. CASR Part 61 – Flight crew licensing Recreational Pilot Licence to be introduced to replace passenger-carrying privileges for student pilots This was also in the draft rules of 2002 (refer to Discussion Paper 0202FS). Back then the features of the RPL were: day VFR only, max of 180 hp, 4 seats max authorisation for cross-country flight in Class G airspace available as well as specific controlled airfields Class 2 medical required although solo flying permitted not over populous areas for those without a Class 2 medical It will be interesting to see how this turns out when the details are fleshed out. One guess is that the new RPL will be very similar to the current RAA Certificate. In 2002 there were some changes to the list of design feature authorisations: (i) tailwheel; (ii) retractable undercarriage; (ii

Aviation White Paper

From the Aviation White Paper: “To maintain and improve the safety of Australia’s aviation industry the Government will: …........; >> finalise the suites of CASA’s regulations on licensing and flight operations by the end of 2010“ It has been a long while since I've looked at the draft Parts 61 and 91 so just as a start have a look at where I was 6 years ago: GENERAL This page is an update on the status of the new Australian aviation regulations with particular reference to aerobatics. The big event recently was the CASA FLOT2003 Conference held in Sydney in March, 2003. First of all, some advice for those providing comments to CASA - Read all the related documents before making your comment. Make your comments concise and to the point. The new regulations are structured differently - don't comment on just one aspect without taking the time to understand the framework and all related sections. If you like something - say so - otherwise just a handful of adverse

Draft Maintenance Regulations

CASA's new draft maintenance regulations are available for comment until 18th December. http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_93516 A few years ago I was in Canberra for a presentation by CASA near the start of this project. The intent was to base it on EASA with local improvements for “world's best pratice” etc. The principle was to have outcome based regulations rather than prescriptive regulations. My little experience with EASA is that they are very bureacratic and only make general aviation more difficult. My quick look at CASA's draft regulations indicate that they have failed to make them outcome based – they are very prescriptive and will introduce more bureaucracy and expense to us. A few examples. I can currently do the second inspection of the control system on an aircraft (mine in particular) after maintenance. The new regulation would make it very difficult for me to do that. We currently have a maintenance release with a requir

Spin Placard

New spin placard, well not really new as it has been in FAR 23 for many years but only newly certified airplanes will have it. Worth noting as it emphasizes a limitation on the number of turns in a spin based on what was tested. [(d) For acrobatic category airplanes and utility category airplanes approved for spinning, there must be a placard in clear view of the pilot-- (1) Listing the control action for recovery from spinning maneuvers; and (2) Stating that recovery must be initiated when spiral characteristics appear, or after not more than six turns or not more than any greater number of turns for which the airplane has been certificated.] Aerobatic category airplanes are normally tested to 6 turns and with a comprehensive spin matrix of configurations and modes so your favourite video on Youtube doesn't count for much. i.e. the recommended maximum number of turns in a spin is 6 (there are physiological effects on the pilot which also support that same limit).

Sport Aerobatics Magazine - safety articles

There have been some interesting articles in Sport Aerobatics magazine this year. One in the October issue that I have just received: “Making Safer Takeoffs” “... The overabundance of horsepower and the ability to climb out at an obscene angle is a great way to demonstrate one of the highest-performance maneuvers of the entire flight. … As aerobatic airplanes have become more powerful over the years, excess horsepower has seduced many aerobatic pilots into flight profiles that will not tolerate an engine failure. … let's say you are at 300 feet above ground level (AGL) after takeoff and the engine quits cold … Your airspeed is 90 mph … and your climb angle is 30 degrees. Wait about two seconds, because that's your typical reaction time in spite of what you might think … As you shove the stick full forward, the airspeed will continue to drop back … Now you are sinking and stalling … Now look at your energy state. You have no airspeed to work with, and you are going down rap

Regulatory Review Program

I just have to agree with this editorial: "We can’t pinpoint the exact date, but readers keep reminding us that it’s 21 years this September since CASA launched its regulatory review program (RRP) to upgrade our dismally concocted, confused, contradictory and contaminated regulatory structure. The program set sail with the seemingly modest goal of introducing clear and concise regulations that were fewer, simpler, more enforceable, more appropriate, and in harmony with the rule structures of other nations. And there was lots of industry consultation. Since the program began in 1988, we’ve had four PMs, at least as many aviation-responsible ministers, four CASA directors, and by now something well over $200 million in ongoing costs. CASA’s legal department has grown, shrunk, and is now growing again, but the sheltered regulatory review workshop proudly sails on through dark, uncharted waters, seemingly still attached by a long mooring line to its point of departure. Every few years

Aerobatic Contest Rules

Last year I developed some rule change proposals for discussion and I believe that some-one submitted them so time to compare those with the last round of rule changes. Rule #1.8 still has liability insurance at $1M. That doesn't cover much damage if you think about it. They'll go after the event organisers for the rest (the event insurance policy excludes aircraft accidents). Also, insurance policies have contests as a general exclusion so perhaps the aircraft's policy isn't even valid. Personally, I would not get involved with running a contest with that approach to risk management. Rule #2.2 still does not clarify the responsibilities and authority of a safety pilot. Furthermore it allows a member of the AAC with a low level permission to be a safety pilot. The current conditions on permissions per the CAAP would seem to be contrary to this. There is nothing in the assessment for an individual's low level permission which considers riding along as safety pilot –

Error Management Roadshow

I was fortunate to be able to attend this seminar by Tony Kern today. I believe that CASA has done something extremely significant by organising this. Unfortunately, only a small proportion of pilots and engineers are able to attend. Even more unfortunately, only pilots and engineers knew about it - everyone in this country should undergo the general version of this and it must become part of secondary education. "Internationally recognised error management expert, Tony Kern will be presenting practically–focused seminars nationwide. The full-day seminars will cover: background to human error: physiology and psychology violation and error-producing conditions & countermeasures for LAMEs & pilots developing a personal safety management system (PSMS) to integrate seamlessly with organisational safety management systems flight discipline & compliance: the cornerstone of professionalism practical error management – tips & strategies for individuals. Each seminar partic

Downwind Loop

There was plenty of free time at the National Championships at Parkes so I filled in some time by knocking up some proposed Known Sequences for Sportsman and Intermediate. There wasn't a lot of time to submit them so grabbed some Knowns from the IAC and BAeA and set to work. I have just heard that I was severely criticised for putting a downwind loop in one of those sequences. I was also told that one of the persons who criticised me actually had a downwind loop in his proposal. Furthermore, neither of my sequences had a downwind loop. Loopy!

The Best Aerobatic Display

I've watched very many memorable aerobatic displays over the years. As a kid I used to go to the RAAF Laverton displays; only much later did I meet the pilot of many of the displays I'd been watching and had an opportunity to work with Gil. Then there was Aub, who taught me aerobatics, and his displays in the Cessna Aerobat. A year in the UK in the '70s gave me the opportunity to see the Rothmans Team plus Barry and Neil. Then living in the USA (pilots' paradise) there was Greg, Patty, Sean and Bob. At local displays: Chris and Pip. Back in the eighties there was the Philips World Aerobatic Challenge with Geoff, Frank, Kermit and Eric. Can't forget Xavier or Yurgis. Who have I forgotten? I won't venture into any judgement on their relative abilities. All memorable displays. Not taking anything away from the skills that these people have demonstrated but last March, at Redcliffe in Queensland, I saw a display and just had to comment to the pilot afterwards that

Pitts & Decathlon Update

My last blog at http://davidjpilkington.blogspot.com/ was about preparation for the National Aerobatic Championships at Easter. I've also sent some emails to a few people to start discussion about the logistics of getting there. Taking a Pitts or Decathlon with two people doesn't leave a lot of room to take luggage plus some useful stuff for the aeroplane. As usual, diddly squat response to my emails so I'll proceed with my own plans to suit myself – perhaps I'll even drive up with my wife (if the Airtourer option doesn't work out) and see what options I have for flying when I get to Parkes. My Decathlon, JIR, probably won't be going but that's another option for my wife and myself. If it does go it will, of course, be available for others to fly at the standard rate at Moorabbin. However, it would be good to get our “new” Pitts S-2A, MCR, there instead. Oxford's Pitts, SZE, will definitely be there with Rob and David taking it up. I expect that a stand

2009 Nationals

Well, I just managed to get to the Victorian Aerobatic Championships with our “new” 1974 model Pitts S-2A. VH-MCR was formerly N20MC and was imported to Australia at the end of 2008. We did quite a bit of work on it including rebuilding much of firewall forward and tarting up the paintwork. It flew for the first time in Australia on 18/2/09 and took a few flights to get the rigging just right. I arrived at Tocumwal on Thursday, the day before the contest started so my first contest flight was also my first aerobatics in MCR as well as my first sequence in a Pitts for some time. Consequently I stayed high which, combined with the smoke from the bushfires, displeased the judges. Pitot-static problems aggravated the situation and resulted in some breaks, unnecessary in retrospect. After the contest a formation sortie with Rob in the other S-2A from Moorabbin, VH-SZE. You should see the photos from this in a future issue of the AOPA magazine. Then departed for Moorabbin with Rob and Bart i

Looking at 2009

I've been on holidays here on the surfcoast at Torquay so plenty of time to relax and ponder. Earlier I had anounced my new year resolution: To lay low! The intent is to become less involved in organisations in which I've been active in recent years; fewer emails on the few lists that I've posted on; fewer meetings and committees. i.e. to slow down. That should make some time available for other things and near the top of my list is more flying. 2008 was the first time that I competed in all but one aerobatic contest in Australia. The one I missed was the aerobatic event at the Australian Light Aircraft Championships - they don't allow professionals so I'm not eligible. Victorian Championships in February, Nationals in April, Queensland in June and New South Wales in October. Perhaps this year there will be a contest in Western Australia - plenty of help available from some of us if need be. The Avalon Airshow is in there somewhere but I'm not interested in see