Re: [Aus-soaring] Avia, Vertica 2

[Rod Merigan]

LK8000 now on android, now  more possibilities for hardware

 

From: Aus-soaring [mailto:aus-soaring-boun...@lists.base64.com.au] On Behalf Of 
Ron Sanders
Sent: Sunday, 12 February 2017 1:01 PM
To: Discussion of issues relating to Soaring in Australia.; Gliding Australia 
Forum
Subject: [Aus-soaring] Avia, Vertica 2

 

Has anybody who has "upgraded" to LX 9000 stuff got one of the above for sale?

Ron

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Re: [Aus-soaring] [gfaforum] Victoria - l2 ops

[Peter Champness]

I am in favour of the proposal for several reasons so I also will respond
from Victoria.

On Sun, Feb 12, 2017 at 11:00 AM, JOHN DAVID STYLES 
wrote:

> Richard, if no one in is interested I will help with this, but with 600
> plus pilots in Vic its disappointing that they will not put their hands up
> to help.
>
>
> -- Original Message --
> On  Sunday, 12 Feb, 2017 At 9:21 AM, s p bromiley bigpond.com> wrote:
>
> As a new member I have no idea what you are talking about. Can you point
> me to some background on this please?
>
> "I have had an initial positive response from the GFA in terms of making
> changes to the L2 Indi Ops. To help get further traction i need a pilot
> from WA, TAS, Vic, NT and QLD to put a common request to their appropriate
> State Bodies. (such is the way things need to work)."
>
>
> -Original Message-
> From: Richard Frawley [mailto:rjfraw...@gmail.com]
> Sent: Sunday, 12 February 2017 7:43 a.m.
> To: aus-soaring@lists.base64.com.au; gfafo...@glidingaustralia.org
> Subject: [gfaforum] Victoria - l2 ops
>
> all,
>
> I have help offered from every state except victoria.
>
> There must be someone there that cares enough to see this ruling improved.
>
> Richard
>
>
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>
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[Aus-soaring] Avia, Vertica 2

[Ron Sanders]

Has anybody who has "upgraded" to LX 9000 stuff got one of the above for
sale?
Ron
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Re: [Aus-soaring] [gfaforum] Victoria - l2 ops

[JOHN DAVID STYLES]

Richard, if no one in is interested I will help with this, but with 600 
plus pilots in Vic its disappointing that they will not put their hands 
up to help.


-- Original Message --
On  Sunday, 12 Feb, 2017 At 9:21 AM, s p 
bromiley wrote:
As a new member I have no idea what you are talking about. Can you point 
me to some background on this please?
"I have had an initial positive response from the GFA in terms of making 
changes to the L2 Indi Ops. To help get further traction i need a pilot 
from WA, TAS, Vic, NT and QLD to put a common request to their 
appropriate State Bodies. (such is the way things need to work)."


-Original Message-
From: Richard Frawley [mailto:rjfraw...@gmail.com]
Sent: Sunday, 12 February 2017 7:43 a.m.
To: aus-soaring@lists.base64.com.au; gfafo...@glidingaustralia.org
Subject: [gfaforum] Victoria - l2 ops
all,
I have help offered from every state except victoria.
There must be someone there that cares enough to see this ruling 
improved.

Richard

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Visit this group at 
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[Aus-soaring] Victoria - l2 ops

[Richard Frawley]

all,

I have help offered from every state except victoria. 

There must be someone there that cares enough to see this ruling improved.

Richard


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Re: [Aus-soaring] [gfaforum] L2 Independent Ops

[James McDowall]

The minimum aeronautical experience criteria for the issue of a PPL(A) are
described in CASR 61.545:
*CIVIL AVIATION SAFETY REGULATIONS 1998 - REG 61.545 ** Aeronautical
experience requirements for grant of private pilot licences--aeroplane
category *

* (1)  An applicant for a private pilot licence with the
aeroplane category rating must have at least 40 hours of aeronautical
experience that includes: *

* (a)  at least 35 hours of flight time as a pilot; and
*

* (b)  at least 20 hours of flight time as pilot of an
aeroplane; and *

* (c)  at least 10 hours of solo flight time in an
aeroplane; and *

* (d)  at least 5 hours of solo cross-country flight
time in an aeroplane; and *

* (e)  at least 2 hours of dual instrument time; and *

*  (f)  at least one hour of dual instrument flight
time in an aeroplane. *

* (2)  Any of the required aeronautical experience that is not
completed as flight time as a pilot must be completed as simulated flight
time in an approved flight simulation training device for the purpose. *

*  (3)  The cross-country flight time required by paragraph

(1)(d)
must include a flight of at least 150 nautical miles during which a
full-stop landing is made at each of 2 aerodromes not within the flight
training area for the aerodrome from which the flight began. *

Flight time is defined as CASR 61.080:

*A person's flight time as a pilot is: *

* (a)  the duration of the following flights: *

*  (i)  a solo flight by the person; *

* (ii)  a flight in which the person receives
flight training; *

*(iii)  if the person is a flight instructor--a
flight during which the person exercises the privileges of his or her
flight instructor rating; *

*(iv)  if the person is a flight examiner--a
flight during which the person exercises the privileges of his or her
flight examiner rating; *

* (b)  the person's flight time as pilot in command;
and *

* (c)  the person's flight time as pilot in command
under supervision; and *


*  (d)  the person's flight time as a co-pilot. *

So the LAW provides that after 40hours of tuition and post solo flying  a
PPL(A) holder can throw his wife and kids in a plane and fly across
Australia.

What makes gliding so special? Why does only 10% of power time count
towards an independent operators ticket when your glider time counts 100%
for a PPL (CASR 61.070)?

The accident statistics expressed as accidents/fatalities per 100,000 hours
are flawed when it comes to gliding. The hours flown in gliders supplied to
BITRE by GFA are clearly a fabrication. The latest published report is 2013:


[image: Inline image 1]

It is generally acknowledged that  there are less than 700 gliders with
Form2's and consequently capable of being flown. If 700 aircraft flew
182,500 hours the average per aircraft is about 260 hours per aircraft -
obviously BS.

The best guess estimate would be closer to 40,000 hours in which case the
accident rate would be 3 to 4 times higher.

These assertions are supported by the BITRE report from 2004:

[image: Inline image 2]

Note that the hours per aircraft are around 60 hours per annum (even if all
were airworthy) and the hours per launch is around 0.7.(by 2013 this had
doubled) Note also the consistent decline in the hours flown and the lack
of statistics for 2000 -2004.

It can only be concluded that any accident rate claimed for gliding is not
based on fact and is most likely 3-4 times higher than claimed.

On Sat, Feb 11, 2017 at 5:56 PM, Al Borowski  wrote:

> >It does. It gives you level 1.
>
> "The Club of a person exercising Level 1 Independent Operator privileges is
> responsible for that person’s operations, even when the person is operating
> independently"
>
> That alone means it isn't in the same tier as a PPL / RAA cert /
> Drivers license / Boating license etc.
>
> "Before operating independently, a L1 Independent Operator must inform the
> CFI
> or delegate (refer 13.1.2 below) and comply with any directions.
> In the case of a L1 Independent Operator flying at a site which has a
> Level 2
> Instructor present, L1 Independent Operator privileges do not apply
> and the Level
> 2 Instructor's jurisdiction must prevail.
> When operating from a site with a resident gliding club, Independent
> Operators
> are subject to the requirements of the resident club."
>
> So clearly is not a substitute for a "Glider License", more like a
> provisional student license.
>
> >Now as a low hour pilot you will build on your competencies with
> experience.
>
> Sure but there is nowhere to go. There IS no "Glider License". T

[Aus-soaring] discussion wrt gliding competencies

[emillis prelgauskas]

It is pleasurable to see aus-soaring delivering a broad range of thoughts on 
serious gliding core subjects.


Contributing elements to the diverse breadth of commentary are both
the diversity of ‘gliding’ styles (as previously listed)   and 
the variety of attitudes brought by individual pilots to gliding.

>From ‘pilot-in-command’ self-responsibility at one end of the spectrum
through to ‘flying-to-the-rules’ satisfaction that doing what the 
control agency says by rote is the way.

The latter may work in a world where boring holes in the sky is aviation,
but gliding in all its forms, even when motors are involved,
is more complex.
Where complexity includes giving more focus on thinking ahead about
possible actions needed with regard to change of aircraft state
(engine on to engine off and vice versa), varying flight path
to suit weather (lift lines) and proximity of other traffic (gliders
circling); which don’t occur in other flight forms.

Thus gliding appears to require a much higher order of 
independent thinking, together with action at closer time frames 
than does ‘regulated flying’ at constant heights, speeds and 
straight line ‘go to’.

Instructing has traditionally focused first on pilot skills, 
then pilot decisions regarding weather interaction,
and seems yet to need to get to the ‘human factors’ stuff in terms of
individual pilot psychological make up. 

Several decades of the impression that the sport is ‘controlled’ top down
seems to have created generations of pilots happy to bumble along
in contrast to the primacy of the pilot at the pointy end 
needing to make decisions and act.

Emilis
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