RAA Increased Height, Weight and Water
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Historically there have been more VCA's by GA- VH registered aircraft in Australia than any other group. Full stop. end of quote. End of misleading statements about RA-Aus being the primary culprits. Indeed many of the OCTA PPL's flying around today have demonstrated they are incapable of flying safely in CTR, usually by an imminent VCA during training or testing or BFR.
You seem to disbelieve the fact that anybody can be as smart as a private PPL. It's been my experience in the last 46 years of flying that they have exhibited more idiocy and lack of airmanship than any other group with the exception of some of the Regional RPT bods.
And Jaba old fruit, I happen to know T28D owns 2 RA-Aus aircraft which he regularly flies. One should assume therefor he has access to a copy of the article you refer without my intervention. Also given he regularly flies a Warbird and IFR Turbines, you could also assume he has a "handle" on the basics of survival.
Oh, and about the C340, do you know who owns it today?
You seem to disbelieve the fact that anybody can be as smart as a private PPL. It's been my experience in the last 46 years of flying that they have exhibited more idiocy and lack of airmanship than any other group with the exception of some of the Regional RPT bods.
And Jaba old fruit, I happen to know T28D owns 2 RA-Aus aircraft which he regularly flies. One should assume therefor he has access to a copy of the article you refer without my intervention. Also given he regularly flies a Warbird and IFR Turbines, you could also assume he has a "handle" on the basics of survival.
Oh, and about the C340, do you know who owns it today?
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BAS
Very much agree with your comment, however many of the VCA's are minor incurssions but the Piper LSA was a doosy. Lucky and I am deadly serious, lucky he did not get rolled up in the wake of the B767.
The greater numbers of the reported VCA's could be the fact ATC actually get a hold of the GA guys becuase they are on the appropriate frequency. Many RAA guys poke through undetected due lack of transponders, or they are turned off. So they never make the reports.
Sounds like you went to a decent RAA school, years ago this was not always the case, believe me! The Pass mark on CASA exams is around 80ish % also, or is for IREX which is the last one I remember, PPL stuff was too long ago.
The point here is a well trained RAA pilot, like many produced around my part of the world is just as aware, but in the past the concept of flight above 5000' was not an issue, it was not available and the concept of actually sticking to the correct levels, clearance from cloud and using an ERC chart for the most appropriate frequency is greatly unheard of. A very large number of capable, safe and well meaning older RAA pilots have no idea what an ERC is, let alone use it. You can bank that one too. Knowing who you are I believe your experience, heck I and most on here have no trouble with this, but there are a large number of folk who just simply do not know what they don't know. They hear the new freedoms and blast off.
Bas
No this guy DOES NOT have a PPL, he is 72 and did his RAA certificate last year. I might add he also kept asking for a clearance to enter Class G airspace 
because he did not have a clue how to use the VTC. Sure at least he did the right thing and contacted ATC, and they then stepped him down to keep him OCTA, but in other cases, he was in CTA/R some of which were not printed. He is being given remedial training by a JQ C&T Captain over this, but thats a friendly deal, not an official RAA training program.
What strikes me as strange is that just about every magazine they send out has a story with something like this that should never be printed. Not because it will get them into strife, others think its OK to do the same.
Shrike
Yep you have hit the nail on the head there mate 
Frank
History lessons hey Frank, well the great mobility of RAA is a recent thing not part of the history of 46 years ago. Think about today.
I know T28D has a vast experience, great qualifications etc etc....and I have never questioned them, but when he starts his usual...."cant add anything constructive so start name calling", such as self serving crud, I think he deserves a spray. Geeze if we really started the name calling dummy spits it would be like you lot and your A##A bunfights of the past. So when he pulls his head in a little and adds something of value, even if he does not agree with others views, I will have nothing to take offense from.
As for the C340....yep I do thanks. But only a very small few on here would have picked that little cryptic description, so how about you don't run any more flags up the pole, because YOU may out him by mistake.
Get your mate to stick to debates and quite the childish behaviour. You know there is a common thread there.....
As for T28D joining RAA, thats great news,
over in his part of the world I hope he can contribute to furthering their members education and experiences. After all in such an environment it is a waste of talent and experience if it is not shared around.
Very much agree with your comment, however many of the VCA's are minor incurssions but the Piper LSA was a doosy. Lucky and I am deadly serious, lucky he did not get rolled up in the wake of the B767.
The greater numbers of the reported VCA's could be the fact ATC actually get a hold of the GA guys becuase they are on the appropriate frequency. Many RAA guys poke through undetected due lack of transponders, or they are turned off. So they never make the reports.
So does a PPL have more knowledge than a well trained RA-aus pilot? I am not convinced; having done both sets of theory exams, I don't spot much difference and whatever may be harder on the CASA exams is probably off-set by the higher pass mark (80%) required for the RA exams.
The point here is a well trained RAA pilot, like many produced around my part of the world is just as aware, but in the past the concept of flight above 5000' was not an issue, it was not available and the concept of actually sticking to the correct levels, clearance from cloud and using an ERC chart for the most appropriate frequency is greatly unheard of. A very large number of capable, safe and well meaning older RAA pilots have no idea what an ERC is, let alone use it. You can bank that one too. Knowing who you are I believe your experience, heck I and most on here have no trouble with this, but there are a large number of folk who just simply do not know what they don't know. They hear the new freedoms and blast off.
Bas
I have scanned the article. The obvious stand out question is: does this guy have a PPL that would allow him to fly where he did? That doesn't seem to be answered in the article.
because he did not have a clue how to use the VTC. Sure at least he did the right thing and contacted ATC, and they then stepped him down to keep him OCTA, but in other cases, he was in CTA/R some of which were not printed. He is being given remedial training by a JQ C&T Captain over this, but thats a friendly deal, not an official RAA training program.What strikes me as strange is that just about every magazine they send out has a story with something like this that should never be printed. Not because it will get them into strife, others think its OK to do the same.
Shrike
What I've seen is a sharp dividing line between those who fly regularly and those who fly occasionally for pleasure.
Frank
History lessons hey Frank, well the great mobility of RAA is a recent thing not part of the history of 46 years ago. Think about today
.I know T28D has a vast experience, great qualifications etc etc....and I have never questioned them, but when he starts his usual...."cant add anything constructive so start name calling", such as self serving crud, I think he deserves a spray. Geeze if we really started the name calling dummy spits it would be like you lot and your A##A bunfights of the past. So when he pulls his head in a little and adds something of value, even if he does not agree with others views, I will have nothing to take offense from.
As for the C340....yep I do thanks. But only a very small few on here would have picked that little cryptic description, so how about you don't run any more flags up the pole, because YOU may out him by mistake.
Get your mate to stick to debates and quite the childish behaviour. You know there is a common thread there.....
As for T28D joining RAA, thats great news,
over in his part of the world I hope he can contribute to furthering their members education and experiences. After all in such an environment it is a waste of talent and experience if it is not shared around.
Last edited by Jabawocky; 11th May 2011 at 00:39.
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bunfights of the past
BTW, your SAAA petticoat is showing.
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What strikes me as strange is that just about every magazine they send out has a story with something like this that should never be printed. Not because it will get them into strife, others think its OK to do the same.
The magazine so far has seemed to print just about anything you throw at it verbatim. I reckon if you sent a recipe for a aircraft shaped birthday cake it would get in.
Brian Bigg, editor of AOPA's magazine, has won the contract to do the magazine from now. Imagine that, an actual pilot as editor of a flying magazine.
Hopefully that will mean content will be more closely scrutinised before being printed.
I look forward to seeing the next magazine!
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Agreed Bas, the editorial quality has been an issue, but you almost have to submit an article on here to get it screened properly.
There is a retirement job for Frank and T28D
There is a retirement job for Frank and T28D
Hopefully that will mean content will be more closely scrutinised before being printed.
That way the readership might (re)learn the do's and don'ts - just as we used to be able to do with the Aviation Safety Digest.
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I suspect that RA-Aus would welcome with open arms some individuals with loads of experience to critique articles and offer feedback, just like in Flight Safety magazine.
It's a good idea if you guys are volunteering.
Far better than an open forum (like this or some of the other lesser popular forums) as you won't get slagging off on others by opinion, unless the complainant writes a letter to the editor and with 2 months wait for the magazine to be printed as by then the argument will have lost momentum.
It's a good idea if you guys are volunteering.
Far better than an open forum (like this or some of the other lesser popular forums) as you won't get slagging off on others by opinion, unless the complainant writes a letter to the editor and with 2 months wait for the magazine to be printed as by then the argument will have lost momentum.
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You can only teach someone who is prepared to listen. Unfortunately, most of aviation in this country has a peculiarity unbeknown anywhere else in the world that makes everyone with 100 hours or the metric equivalent, an expert. (insert 1,000 hours if RPT seated in right hand seat).
I can't possibly compete with this professionalism, so the BFR remains my choice of education policy update. I personally learn something new every time. But then again my hearing is still OK.
However the concept of a critique to submitted works to a magazine should be considered as Mr Shooda recommends.(They broke the clay when they made Macarthur-Job).
As for "experts", I'm a farmer and I can't even grow choko's on my outside dunny. In this case wisdom is of little use unless there is motivation to teach and motivation for someone to learn. (and you like choko's of course).
And I'm easily distracted by large breasts.
I can't possibly compete with this professionalism, so the BFR remains my choice of education policy update. I personally learn something new every time. But then again my hearing is still OK.
However the concept of a critique to submitted works to a magazine should be considered as Mr Shooda recommends.(They broke the clay when they made Macarthur-Job).
As for "experts", I'm a farmer and I can't even grow choko's on my outside dunny. In this case wisdom is of little use unless there is motivation to teach and motivation for someone to learn. (and you like choko's of course).
And I'm easily distracted by large breasts.
This thread does nothing for the reputation of the RAA or CASA registered (PPL) recreational pilots.
For a start, the p1ssing contest regarding breaches of CTA is unseemly. If it is a fact that most of the breaches are VH registered GA aircraft, i think it would be necessary to control for experience level, recency and location, since places like the Moorabbin Schools are far more likely to generate CTA violations than some school teaching RAA stuff in the back blocks of Queensland.
As for the RAA "resistance" that seems to favour "no radio", "no transponder" tendencies, I assume you also don't carry an EPIRB or PLB, and that you don't expect any search action or inquiry if you fail to return one day.
For a start, the p1ssing contest regarding breaches of CTA is unseemly. If it is a fact that most of the breaches are VH registered GA aircraft, i think it would be necessary to control for experience level, recency and location, since places like the Moorabbin Schools are far more likely to generate CTA violations than some school teaching RAA stuff in the back blocks of Queensland.
As for the RAA "resistance" that seems to favour "no radio", "no transponder" tendencies, I assume you also don't carry an EPIRB or PLB, and that you don't expect any search action or inquiry if you fail to return one day.
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If it is a fact that most of the breaches are VH registered GA aircraft, i think it would be necessary to control for experience level, recency and location, since places like the Moorabbin Schools are far more likely to generate CTA violations than some school teaching RAA stuff in the back blocks of Queensland.
Murray Bridge: under a 4500' step and next to a H24 Romeo.
Aldinga: below 4500' and right next to a 2500' step.
Gawler: go above 1500' or fly a wide circuit and you are in CTA.
This is where people in SA learn to fly, not in the "back blocks". Read the "other" forums; most pilots seem to be scared ****less of controllers and CTA and give it a wide berth. That's most likely why there are so few listed in the report. But every once in a while an outrageous story, self confessed or otherwise, shows up and you get the people here assuming everyone is like that.
As for the RAA "resistance" that seems to favour "no radio", "no transponder" tendencies
I assume you also don't carry an EPIRB or PLB,
most pilots seem to be scared ****less of controllers and CTA and give it a wide berth.
I personally believe that CTA should be part of the RAA syllabus, even though you may not fly in it. Much better to at least understand what happens on the other side of the line on the VTC than to view it as a blank space labelled "here be dragons".
While on the subject of training and passing on knowledge, am I alone in thinking the current CASA regime is focussing too much on quoting rules and regs and too little in explaining what they mean in a practical sense.
When faced with a situation, I find little comfort in remembering that it is covered by CAO 954(AAA)(cy)(345)(ix) but would take greater comfort if I just knew what I had to do (without the legal citation).
But perhaps that is why a former 4 hour forklift endorsement is now a 40 hour TAFE course.
Sunfish
The RAA aircraft I am flying has 2 VHF, 1 Transponder, EPIRB, fire extinguisher and flares. The radios and transponder are used and I have been trained in the use of the rest.
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the RAA "resistance" that seems to favour "no radio", "no transponder" tendencies
Best ignored, but proof of my earlier post about "experts".
There's a lot of VH machines out there without transponders too, or maybe they are fitted but aren't used. So it is not fair to classify this as an RAA tendency. An operating transponder should be a requirement at any certified airfield, just like a radio is.
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95-10 still going ?
Funny thing while on this topic. If you want to fly any distance in a 95:10 kite, you have to do the whole cross country syllabus despite most being averse to flying above circuit height and distances so small that a simply understanding of map reading and listening to the local weather on the ABC is required for safe operation. Just imagine how many do a 1:60 check in an open cockpit single seater doing 40 Kts on a 50 mile cross country.
In this case I would say the pilot is overqualified for the task at hand. An obvious expert with qualifications to prove it.