RAA pilots in control zones
Spot On! That's the reason you shouldn't make all the calls that are possible. No one and I don't care who they are can possibly keep track of six or more aircraft all barking out base, clear of runway etc, calls in the circuit if busy. Try it and see at any country fly in. Just make an inbound , joining, and shut the f#@k up. Keep a healthy space in front of you at keep your eyes out of the cockpit away from them shiny knobs and things. But then who am I to say having lived and flown for years in both the country and city and fast approaching 60. Hell these new beaut pilots straight out of the academy invented flying didn't they?
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A couple of points that need clearing up:
- You do NOT have to have a factory built aircraft to fly in CTA (RA or GA)
- You NEED a PPL to fly in CTA
- Therefore you currently have to have a medical by default
- Some RA schools have excemptions to fly in GAAP for training (instructors have PPL's minimum)
- RA aircraft entering CTA are required to comply with rules, eg transponder calibration, instrument checks etc as per GA standards
I hope that clarifies a few things, FOR NOW.
When part 103 comes in or CTA only gets pushed through (it's already in the ops manual but not yet active), then RA-Aus will issue CTA endorsements. The jury is out on whether or not you will need a medical or not.
- You do NOT have to have a factory built aircraft to fly in CTA (RA or GA)
- You NEED a PPL to fly in CTA
- Therefore you currently have to have a medical by default
- Some RA schools have excemptions to fly in GAAP for training (instructors have PPL's minimum)
- RA aircraft entering CTA are required to comply with rules, eg transponder calibration, instrument checks etc as per GA standards
I hope that clarifies a few things, FOR NOW.
When part 103 comes in or CTA only gets pushed through (it's already in the ops manual but not yet active), then RA-Aus will issue CTA endorsements. The jury is out on whether or not you will need a medical or not.
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Have to say I agree with Howard Hughes. I'd much rather be flying in CTA any day of the week. So much less to worry about, sure you have to keep an eye and an ear out but you've got some one telling you what direction to fly and at what altitude. It's pretty hard to stuff it up.
Write down what they say to you, read it back then do it.... Pretty simple system if you ask me
.
Write down what they say to you, read it back then do it.... Pretty simple system if you ask me
.
Sprucegoose
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That is of course until they say track to 'the old fire station', or some such and you have no idea what they are on about...
HELP!
HELP!
Super Cecil:
And after you have had a near miss and land, the guy says "Well I could hear you and thought I knew where you were."
Sheesh!
If there is no traffic in the area why make (Apart from if you like the sound of your own voice) 8 calls from inbound to clear?
Sheesh!
I'd much rather be flying in CTA any day of the week. So much less to worry about, sure you have to keep an eye and an ear out but you've got some one telling you what direction to fly and at what altitude. It's pretty hard to stuff it up.
You seem to assume that RAAus pilots are capable of
1/. understanding what they've been told;
2/. complying correctly.
I have my doubts! You and me and Howard will be flying through Class D in blissful ignorance while Barry Bugsmasher in his Warp Borer 3 clogs up the radio for 20 minutes trying to get the readback correct, and then won't be where he was cleared to or where he says he is.
What do the controllers think of this?
It is not fait accompli, CASA lodged several objections to assumptions and assertions made in the RAAus submission.
RAAus do not have the ability to control this, and it WILL end in tears.
If they are training properly then its not a big deal, at least not for a GAAP. Just yesterday at work I heard some woeful radio work. We did a lot of chasing for correct readbacks and getting people to comply with relatively simple instructions.
These ones were all VH rego'd. Admittedly its a training aerodrome, but my point is, if the training is correct it shouldn't matter. We have a few RAAus aircraft come into the control zone and they are fine (well I assume they are RAAus, they don't have VH regos).
These ones were all VH rego'd. Admittedly its a training aerodrome, but my point is, if the training is correct it shouldn't matter. We have a few RAAus aircraft come into the control zone and they are fine (well I assume they are RAAus, they don't have VH regos).
I thought the whole point of RAA was to have as little to do with CASA's rules and regulations as possible - an aim which I fully support. But at what point do you end up with the RAA licence being a pseudo PPL? If you want all the flexibility and "go-anywhere" appeal of a PPL you can walk into any GA flying school and get one and your RA hours will count too. However if you want the simplicity and low red tape of an RAA licence then there may be some things you'll have to do without. Landing at Tullamarine is probably one of those things.
I agree with Howard Hughes that CTAF work is much more difficult than flying in CTA. If the RAA aircraft AND pilot are appropriately equipped, CTA won't be a big deal - with or without 'word perfect' R/T phraseology. In fact it will probably be the safest place to be around some of the less aware RAA pilots.
There's some awful phraseology comes out of the mouths of airline pilots too. My pet hate is those who, obviously (from the callsign and aircraft type) flying an RPT service in a large-ish type, have to embellish the CTAF calls with 'an IFR jet". WTF else is a Boeing or an Embraer if it's not IFR, and who cares if it's a jet? Does it make a difference to other users of the airspace? A bit like those naff 'Baby on Board' car stickers - as if this message will modify a hoon's behaviour, or make any difference to those who are responsible anyway.
There's some awful phraseology comes out of the mouths of airline pilots too. My pet hate is those who, obviously (from the callsign and aircraft type) flying an RPT service in a large-ish type, have to embellish the CTAF calls with 'an IFR jet". WTF else is a Boeing or an Embraer if it's not IFR, and who cares if it's a jet? Does it make a difference to other users of the airspace? A bit like those naff 'Baby on Board' car stickers - as if this message will modify a hoon's behaviour, or make any difference to those who are responsible anyway.
I'm happy to be told I'm wrong.
But I thought the CARs limit experimental aircraft above populated areas. Since most CTA is around populated areas won't that limit it?
I'm not sure if all RA aircraft are experimental or even if the CARs are applicable.
But I thought the CARs limit experimental aircraft above populated areas. Since most CTA is around populated areas won't that limit it?
I'm not sure if all RA aircraft are experimental or even if the CARs are applicable.
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RA-Aus aircraft are not all experimental, but many are. The bulk of the ones that will be entering CTA will be flying school aircraft, mainly factory built like Jabiru's etc and of course private aircraft. Much of the fleet is modern these days so you won't be getting Thrusters and Drifters etc attempting to enter CTA, plus they won't be allowed to anyway.
There is no current limitation on experimental or limited aircraft over populated areas (thus Lancair & Glasair etc can freely operate IFR over surburbia for example) and contrary to what many people believe you don't have to have a factory built RA-Aus aircraft to fly into CTA, just the same as in GA.
There is no current limitation on experimental or limited aircraft over populated areas (thus Lancair & Glasair etc can freely operate IFR over surburbia for example) and contrary to what many people believe you don't have to have a factory built RA-Aus aircraft to fly into CTA, just the same as in GA.
VH-XXX,
Whether an Experimental, Restricted or Limited Cert. aircraft can fly over a populace area depend entirely on the operating restrictions contained in the Annex. to the certificate.
There is no "one rule fits all".
The great majority of "Experimental" aircraft are "Experimental Amateur Built", and after the test hours are flown off, almost always the same rules apply as apply to CASR Part 23 aircraft.
As to the airworthiness of "Experimental Amateur Built", the overall standard and quality of build puts many "factory built" aircraft to shame.
Tootle pip!!
PS: Have a look at the CASR 101 definition of populace area, of the three conflicting definitions in the regs., this is the only one that makes sense, ie; it actually has a rational safety basis.
Whether an Experimental, Restricted or Limited Cert. aircraft can fly over a populace area depend entirely on the operating restrictions contained in the Annex. to the certificate.
There is no "one rule fits all".
The great majority of "Experimental" aircraft are "Experimental Amateur Built", and after the test hours are flown off, almost always the same rules apply as apply to CASR Part 23 aircraft.
As to the airworthiness of "Experimental Amateur Built", the overall standard and quality of build puts many "factory built" aircraft to shame.
Tootle pip!!
PS: Have a look at the CASR 101 definition of populace area, of the three conflicting definitions in the regs., this is the only one that makes sense, ie; it actually has a rational safety basis.
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Sprucegoose
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well I assume they are RAAus, they don't have VH regos
