Pilot standards decreasing?
Aussie Bob says "In 25 odd years of flying I confess I have done most of the things mentioned on this thread and it has made me a better pilot and one who is tolerant of all kinds of "poor" airmanship."
I haven't been flying for nearly as long as you, Aussie Bob, and I'm sure I don't have your wealth of experience. I agree that my past mistakes have made me a better pilot. I am tolerant of poor airmanship right up to the point where poor airmanship threatens the safe operation of the aircraft, or poor airmanship means a closed runway (or similar) which forces me to hold or divert, and costs my employer money.
Puketapu9er - your comment shows the first part of your pseudonym is correct. PUKE!!
I'm sure some women & Asians find your sexist, racist, redneck, attitude equally appalling.
I haven't been flying for nearly as long as you, Aussie Bob, and I'm sure I don't have your wealth of experience. I agree that my past mistakes have made me a better pilot. I am tolerant of poor airmanship right up to the point where poor airmanship threatens the safe operation of the aircraft, or poor airmanship means a closed runway (or similar) which forces me to hold or divert, and costs my employer money.
Puketapu9er - your comment shows the first part of your pseudonym is correct. PUKE!!
I'm sure some women & Asians find your sexist, racist, redneck, attitude equally appalling.
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FTS
Yes it has become confusing hasn't it, 
the ex GAAP's or Class D do not require a departure report if departing into G at or below 1500AGL (i hope
) and if above or into CTA they do.
* ex-GAAPs don't require a departure report - so much for trying to standardize procedures! No wonder we are all in disagreement!
the ex GAAP's or Class D do not require a departure report if departing into G at or below 1500AGL (i hope) and if above or into CTA they do.
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Originally Posted by VH-FTS
Just name the place you are all complaining about that clogs the radios - Redcliffe Aero Club. They teach their pilots to make a call everytime they scratch their balls.
Apart from myself he was the only one I heard on frequency from when I switched over 15 north till the avionics got turned off at the hangar.
Not sure who he thought needed to know exactly where he was the entire time. I could see him out the window so I'm guessing it wasn't all for me
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Not wishing to be seen as a critic of R........ .
In a training environment, instuctors are often 'simulating' places and times other than their current situation to value add to the students' experience levels.
Adding extra departure/position/superfluous radio calls, carrying out unnecessary go-arounds, flying overly large/low/slow/crooked/flapless/glide circuits etc. are all about training, exposing student pilots to situations they have yet to experience or master.
I am, and I would hope others would be, willing to cut them a little extra slack for that.
Besides the R....... CTAF is only 5 backyards big in area.
Outside the training environment, well that's a different matter.
In a training environment, instuctors are often 'simulating' places and times other than their current situation to value add to the students' experience levels.
Adding extra departure/position/superfluous radio calls, carrying out unnecessary go-arounds, flying overly large/low/slow/crooked/flapless/glide circuits etc. are all about training, exposing student pilots to situations they have yet to experience or master.
I am, and I would hope others would be, willing to cut them a little extra slack for that.
Besides the R....... CTAF is only 5 backyards big in area.
Outside the training environment, well that's a different matter.
Yes it has become confusing hasn't it, 
the ex GAAP's or Class D do not require a departure report if departing into G at or below 1500AGL (i hope
) and if above or into CTA they do.
the ex GAAP's or Class D do not require a departure report if departing into G at or below 1500AGL (i hope) and if above or into CTA they do.
I believe that if you are departing a D CTR into Class G no departure report is required. If you are departing a D CTA into anything then you do need a departure report. I searched AIP for a reference of that but buggered if I can find it. Up here out CTR is 2500' so at or below 1000' which is where the first CTA step occurs at 9 DME (ie more or less nothing) can go without a departure report.
In a training environment, instuctors are often 'simulating' places and times other than their current situation to value add to the students' experience levels.
Adding extra departure/position/superfluous radio calls, carrying out unnecessary go-arounds, flying overly large/low/slow/crooked/flapless/glide circuits etc. are all about training, exposing student pilots to situations they have yet to experience or master
Adding extra departure/position/superfluous radio calls, carrying out unnecessary go-arounds, flying overly large/low/slow/crooked/flapless/glide circuits etc. are all about training, exposing student pilots to situations they have yet to experience or master
I was always taught, if a circuit breaker pops twice in a row, to leave it popped as that's a sign something is wrong and it's not just a fluke
You might like to re-think that one ??
A CB popping by a fluke is extremely rare, a CB popping because its doing its job, and is telling you something.
If it was the CB for a submerged fuel pump, or any fuel pump, would you really want to chance resetting it??
You should apply the same logic to any tripped circuit breaker ---- unless the system is vital to the successful completion of the flight, leave the experiments until after you are on the ground.
Some manufacturers recommendations have changed greatly over the years, to the degree that many aircraft now have circuit breakers that do not reset until the aircraft is powered down ---- thereby eliminating any nasty results from ill advised pilot actions.
Tootle pip!!
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If it was the CB for a submerged fuel pump, or any fuel pump, would you really want to chance resetting it??
Wouldn't the electrics of a fuel pump be isolated from the 'wet' tank in anycase?
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Trying to think of a system that would be critical enough to encourage me to attempt a reset in flight. 
Under carriage system.....hmm, electric or electrical/hydraulic. Nup, too big a power requirement for me to really get excited about it. Manual extension is easy enough because I am familiar with the type.
Fuel pumps. Hmm do I really need that particular pump? probably not, although there is a risk of the mechanical pump failing its not highly likely, but we can plan for that can't we
As Jaba says, know your aeroplane!
Resetting in flight as advised by your 18 FI, has ants on it.
Under carriage system.....hmm, electric or electrical/hydraulic. Nup, too big a power requirement for me to really get excited about it. Manual extension is easy enough because I am familiar with the type.
Fuel pumps. Hmm do I really need that particular pump? probably not, although there is a risk of the mechanical pump failing its not highly likely, but we can plan for that can't we
As Jaba says, know your aeroplane!
Resetting in flight as advised by your 18 FI, has ants on it.
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CASA AWB 00-7 Issue 1 - Circuit breaker resetting procedures
(Fuel Systems at bottom of page).
(Fuel Systems at bottom of page).
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Trying to think of a system that would be critical enough to encourage me to attempt a reset in flight. 
Nav/Comms? Especially CTA
Lights? (Flying NVFR or IFR)
But again, you'd have to weigh up any potential risk.
As Jaba says, know your aeroplane!
just out of curiosity, why are people in here mentioning that it is inappropriate to make all CTAF calls when you are the only one in the circuit. or say with one inbound aircraft that is aware of your intentions?
Trent972,
Well done!!
And what we have seen here is a wonderful example of what somebody first learned years ago, never being updated.
I hope those of you in the habit of re-setting CBs in flight now have a serious re-think, and if you are still acquainted with the instructor that fed you such rubbish, take him/her/it around the back of the hangar and re-organize their thoughts --- sort of manual update.
Tootle pip!!
Well done!!
And what we have seen here is a wonderful example of what somebody first learned years ago, never being updated.
I hope those of you in the habit of re-setting CBs in flight now have a serious re-think, and if you are still acquainted with the instructor that fed you such rubbish, take him/her/it around the back of the hangar and re-organize their thoughts --- sort of manual update.
Tootle pip!!
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Circuit breakers rarely trip due to an internal fault.
Their purpose is to protect the wiring only.
As for instructors and standards, after seeing some of the most significant crap I can remember on pprune over in the instructor forum, we should all be concerned.
Of course 80% of pilots think they are in the top 20%
Their purpose is to protect the wiring only.
As for instructors and standards, after seeing some of the most significant crap I can remember on pprune over in the instructor forum, we should all be concerned.
Of course 80% of pilots think they are in the top 20%
A number of types I've flown have had various checklists along these lines in the emergency procedures section:
'check circuit breaker, if popped, attempt (usually) 1 reset.
If successful, do (a); if unsuccessful, do not attempt further reset and do (b)'
Things like electric wet fuel pumps don't fall into the category, but there are legitimate reasons why attempting one reset (or more if the checklist calls for it) on some systems might be quite OK, and advisable.
Naturally common sense still applies; if you don't think it's a good idea don't do it, but if it's in the manual it's been put there for a reason.
Sometimes they can pop for no apparent reason - vibration, high temperature or whatever, and the engineers will write them up as no fault found and release them back into service. I think we're all probably familiar with that scenario.
If your aircraft has procedures in the manual recommending you attempt resets, and you need the system, it isn't a verboten no-no.
If you don't need the system, don't do it.
'check circuit breaker, if popped, attempt (usually) 1 reset.
If successful, do (a); if unsuccessful, do not attempt further reset and do (b)'
Things like electric wet fuel pumps don't fall into the category, but there are legitimate reasons why attempting one reset (or more if the checklist calls for it) on some systems might be quite OK, and advisable.
Naturally common sense still applies; if you don't think it's a good idea don't do it, but if it's in the manual it's been put there for a reason.
Sometimes they can pop for no apparent reason - vibration, high temperature or whatever, and the engineers will write them up as no fault found and release them back into service. I think we're all probably familiar with that scenario.
If your aircraft has procedures in the manual recommending you attempt resets, and you need the system, it isn't a verboten no-no.
If you don't need the system, don't do it.