Hi Mark,
As a general comment, making mandatory rules for obstacle clearance for
aircraft without a throttle lever seems a bit silly. If I'm faced with
missing a tree by less than a wingspan or hitting the fence at the end
of the paddock I know which one I will be choosing. And why would an
ASH25 need twice the clearance that a Sparrowhawk does? Oh yes, the 90
deg banked turn onto final.....
Of course, leaving distance between yourself and the trees is good
practice. It's not something for the rule book though.
Untitled Document
Cheers
/Tim/
/tra dire e fare c'รจ mezzo il mare/
On 15/10/2012 13:17, Mark Newton wrote:
Hi folks.
My google-fu is failing me, but at least one of you can probably
help.
I've long accepted that the rule for obstacle clearance is 50'.
However, the GFA instructor handbook describes it as a wingspan,
and the B certificate oral exam calls 50' a "recommended" minimum,
so I'm trying to go back to sources to find the origin of the rule.
And I can't seem to find it written down anywhere.
I'm beginning to suspect that my long-term acceptance of the 50'
rule is wrong, and that the real limit is, shall we say, more
"operationally fluid" than that.
Wondering if the strict mention of 50' that I've seen at clubs all
over Australia is actually more of a tradition, perhaps derived from
a misunderstanding of certified light aircraft performance charts
which give minimum takeoff distances including clearance of a 50'
obstacle.
Does anyone have a cite to the regulations?
(while you're at it, providing a cite to a current GFA or non-exempted
CASA regulation which states what GFA annual check entails, whether
it's required to be signed out in a logbook, or whether an instructor
is even required to be present, would help to settle a long-standing
argument :)
- mark
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