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            <title>
									Around the coffee table... - Bob Tait Aviation Theory Forum				            </title>
            <link>https://bobtait.com.au/community/around-the-coffee-table/</link>
            <description>Bob Tait Aviation Theory Discussion Board</description>
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							                    <item>
                        <title>Buying your first aircraft</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/buying-your-first-aircraft-7561/</link>
                        <pubDate>Wed, 15 Jan 2025 00:47:39 +0000</pubDate>
                        <description><![CDATA[Dear All

Im interested in buying an aircraft and then leasing it to a flight school
Are there any ideas or forums or websites as to how to go about doing this
I really need the ins and ...]]></description>
                        <content:encoded><![CDATA[Dear All

Im interested in buying an aircraft and then leasing it to a flight school
Are there any ideas or forums or websites as to how to go about doing this
I really need the ins and outs of owning a plane 
This may not be the venue but I thought I would put it out there

Kind regards

Ravi Mahajani]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>Ravi</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/buying-your-first-aircraft-7561/</guid>
                    </item>
				                    <item>
                        <title>Looking for a Study buddy for CASA PPL(A) Exam</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/looking-for-a-study-buddy-for-casa-ppl(a)-exam-7267/</link>
                        <pubDate>Sun, 20 Aug 2023 00:08:45 +0000</pubDate>
                        <description><![CDATA[Dear Aviators,
I have bombed my PPL(A) exam, I am looking for a study buddy to keep my motivation going. I am determine and I want to pass the exam.
Thank you :)]]></description>
                        <content:encoded><![CDATA[Dear Aviators,
I have bombed my PPL(A) exam, I am looking for a study buddy to keep my motivation going. I am determine and I want to pass the exam.
Thank you :)]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>User 7296</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/looking-for-a-study-buddy-for-casa-ppl(a)-exam-7267/</guid>
                    </item>
				                    <item>
                        <title>Why did they change the CTAF standard format to have Type Before Call Sign?</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/why-did-they-change-the-ctaf-standard-format-to-have-type-before-call-sign/?-7167</link>
                        <pubDate>Sun, 05 Mar 2023 12:37:21 +0000</pubDate>
                        <description><![CDATA[Good Morning, Aviators!
I’ve often wondered, why was the standard format of a CTAF call changed to have us saying aircraft type before call sign? This didn&#039;t used to be the format before th...]]></description>
                        <content:encoded><![CDATA[Good Morning, Aviators!
I’ve often wondered, why was the standard format of a CTAF call changed to have us saying aircraft type before call sign? This didn't used to be the format before they introduced putting the aircraft type in. But, now it is.
 (e.g. ‘Parkes Traffic’). 
 (e.g. ‘Cessna 172’). 
 (e.g. ‘Zulu Tango Quebec’).
   (e.g. ‘One-zero miles north inbound on descent through 4,200, estimating circuit  at three six’). 
 (e.g. Parkes).

I would have thought that the {location} TRAFFIC and CALL SIGN would go together as they are both a call sign. THEN, say your aircraft type after it. 

I’ve always been taught that way ( as was the rules at the time for standard format) and then for some reason they changed the format a few years ago, I still haven’t stubbornly changed, and just say my callsign after location traffic then my aircraft type. ;) :silly:]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>Nathan Coyle</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/why-did-they-change-the-ctaf-standard-format-to-have-type-before-call-sign/?-7167</guid>
                    </item>
				                    <item>
                        <title>Utilising a higher aircraft category circling area</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/utilising-a-higher-aircraft-category-circling-area-7126/</link>
                        <pubDate>Sun, 18 Dec 2022 21:23:55 +0000</pubDate>
                        <description><![CDATA[G&#039;day all, hope you&#039;re all having a great flying day! B) 
I would like to open discussion on a topic that&#039;s currently a hot topic for IPCs.
I recently saw some feedback on instrument flyin...]]></description>
                        <content:encoded><![CDATA[G'day all, hope you're all having a great flying day! B) 
I would like to open discussion on a topic that's currently a hot topic for IPCs.
I recently saw some feedback on instrument flying and am concerned that it may be wrong for the debrief point.
The question is basically, can a lower category aircraft, such as a helicopter (CAT A/H), use a higher category such as CAT-D circling area and speed?
I am talking OCTA, rather than having to get ATC clearance to use CAT D.
E.g. you are coming in on a DME/GNSS arrival to circle to land on the runway at Mackay, you have broken visual at night, but instead of having to descend all the way down to the CAT-A MDA and be within 1.68Nm, you want to break off into the CAT-D circling area at 5.28Nm and remain at the CAT-D MDA which is higher. You also want to keep the speed on until you are ready to slow down, so not having to restrict A/S to 100. Obviously if you were still in cloud, you'd require to be 70-100KTS and therefore could keep descending down to CAT-A until visual.

This is way more commercially efficient as you don't have to slow down and can safely manoeuvre a little further out to align with the landing runway.

Can we just use it, or does it have to be in the company ops manual approved by CASA that we can conduct this?
The regulation only refers to operating at a lower category. Which makes complete sense. You wouldn't want a 737 doing a CAT-A approach!

Part 91 General operating and flight rules
Subpart 91.D Operational procedures
Division 91.D.4 Flight rules
Regulation 91.320
(2) A person commits an offence of strict liability if the person contravenes subregulation (1).
Penalty: 50 penalty units.
91.320 Specified aircraft performance categories
(1) The operator of an aircraft contravenes this subregulation if, while the aircraft is operating at an aerodrome:
(a) the aircraft does not operate in the specified aircraft performance category for the aircraft at the aerodrome; and
(b) the operator:
(i) does not hold an approval under regulation 91.045 for the aircraft to operate in a lower aircraft performance category for the aircraft at the aerodrome; or
(ii) holds an approval under regulation 91.045 for the aircraft to operate in a lower aircraft performance category for the aircraft at the aerodrome but does not comply with subregulation (3) of this regulation.
(2) The operator of an aircraft contravenes this subregulation if:
(a) the operator holds an approval under regulation 91.045 for the aircraft to operate in a lower aircraft performance category for the aircraft at the aerodrome; and
(b) the aircraft does not operate in that lower aircraft performance category.
(3) The operator must give details to the flight crew of:
(a) the approval; and
(b) the conditions (if any) imposed by CASA on the approval.
(4) A person commits an offence of strict liability if the person contravenes subregulation (1) or (2).
Penalty: 50 penalty units.

ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE MATERIAL
Part 91 of CASR
GM 91.320 Specified aircraft performance categories
The specified aircraft performance category is used to determine the following operational
matters:
• instrument approach aircraft handling speeds
• instrument approach minima.
When operating in a specified aircraft performance category, the PIC must comply with
obstacle clearance, instrument approach speed limits, circling area limits and landing minima
for the category.
A reference to 'lower performance category' is determined by the hierarchy of specified
aircraft performance categories whereby CAT E is the highest and CAT A is the lowest.

AIP 1.5-5 1.2.2
States that aircraft must increase category when actual handling speeds are in excess of those for category (Based on Vat).

So an A109 doing 150KTS still is in the CAT D final approach speed range.

In summary, I believe there isn't a rule to say you can't operate at a higher category (e.g. CAT-D) just as there IS a rule to say you can't operate at a lower category.
AIP also states that you must increase category when actual handling speeds are in excess.
It is completely safe to stop descent at CAT-D and circle at night from 5.28Nm.

I believe the person making the feedback that we should be using the CAT-A circling approach areas (in particular at night) is incorrect. During the day you can just call visual and make a visual approach, so daytime is irrelevant unless IMC conditions exist all the way down until CAT-A MDA.]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>Nathan Coyle</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/utilising-a-higher-aircraft-category-circling-area-7126/</guid>
                    </item>
				                    <item>
                        <title>TAS charts for the ECHO</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/tas-charts-for-the-echo-6852/</link>
                        <pubDate>Sun, 29 Aug 2021 18:37:29 +0000</pubDate>
                        <description><![CDATA[Hi Bob and Co,

With the CFPA exam will they expect you to interpolate between the TAS figures? I was just doing a question from the book and it asked me for the ANMPG and GNMPG for 2725kg...]]></description>
                        <content:encoded><![CDATA[Hi Bob and Co,

With the CFPA exam will they expect you to interpolate between the TAS figures? I was just doing a question from the book and it asked me for the ANMPG and GNMPG for 2725kg, 12,500 feet and 75% power with a 30kt headwind. I'm also subscribed to the lecture video series but i cant find information on exactly how to interpolate for this chart.

Thanks,

Jason]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>User 5517</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/tas-charts-for-the-echo-6852/</guid>
                    </item>
				                    <item>
                        <title>Single Pilot IFR recency - Defining &quot;Flight&quot; and &quot;IFR&quot;</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/single-pilot-ifr-recency---defining-flight-and-ifr-6623/</link>
                        <pubDate>Fri, 30 Oct 2020 16:58:32 +0000</pubDate>
                        <description><![CDATA[Hi Brains Trust sorry to bother, two quick quesitons about the definition of &quot;a flight or simulated flight under the IFR.&quot;

As background, our company has removed our flight simulator and ...]]></description>
                        <content:encoded><![CDATA[Hi Brains Trust sorry to bother, two quick quesitons about the definition of "a flight or simulated flight under the IFR."

As background, our company has removed our flight simulator and therefore require to conduct our single pilot IFR recency in the real aircraft. However, what is the definition of "a flight." The reason I ask this is, is we've been told that a flight can consist of multiple "sectors." Therefore we don't have to conduct the 1 hour requirement in just one singular flight and can be done over multiple flights that add to 1 hour total. I don't agree with this assumption because the law states "a flight", "a" being singular. I would like to get your opinion on this as I might be missing something.
The definition of the duration, of "a flight", means:
                     (a)  for a flight in an aeroplane or gyroplane—the time from the moment the aircraft begins moving, whether or not under its own power, in preparation for flight until the moment it comes to rest at the end of the flight; or

                     (b)  for a flight in a helicopter or powered‑lift aircraft—the time from the moment the aircraft’s rotor blades start turning until the moment the rotor blades stop turning after the aircraft comes to rest at the end of the flight;

To me, when you come to rest and shutdown, this means your flight is completed.

The second question is, can we complete this in the aircraft on a clear blue day without the need for IMC or simulated IMC (foggles) and just be IFR category? So in other words, we just have to be IFR category and can do the whole thing visual anyway. The implication of using simulated IMC is of course having the need for a safety pilot. Which defeats the "singple pilot IFR operation."

61.875  Limitations on exercise of privileges of instrument ratings—recent experience: single pilot
             (1)  The holder of an instrument rating is authorised to pilot an aircraft under the IFR in a single‑pilot operation only if the holder has conducted a flight or simulated flight under the IFR in a single‑pilot operation within the previous 6 months.
             (2)  For subregulation (1), the flight or simulated flight must:
                     (a)  have a duration of at least one hour; and
                     (b)  include at least one instrument approach or simulated instrument approach.]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>Nathan Coyle</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/single-pilot-ifr-recency---defining-flight-and-ifr-6623/</guid>
                    </item>
				                    <item>
                        <title>Passed CHUF - first of 7</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/passed-chuf---first-of-7-6408/</link>
                        <pubDate>Thu, 02 Apr 2020 10:44:31 +0000</pubDate>
                        <description><![CDATA[Passed my CHUF exam yesterday. You&#039;re not kidding when you say CASA love to use word tricks. I was passing the Bob Tait practice exams and Pilot Practice Exams with over 85% and a lot over 9...]]></description>
                        <content:encoded><![CDATA[Passed my CHUF exam yesterday. You're not kidding when you say CASA love to use word tricks. I was passing the Bob Tait practice exams and Pilot Practice Exams with over 85% and a lot over 90% some 100%. I ended up with 83% in the actual exam.
I really dislike that you don't find out which questions you got wrong and what the correct answer should have been. Will have to get used to that though since I've got at least another 6 CPL exams to go!]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>User 5632</dc:creator>
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                    </item>
				                    <item>
                        <title>Job going</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/job-going-6251/</link>
                        <pubDate>Mon, 04 Nov 2019 15:40:44 +0000</pubDate>
                        <description><![CDATA[]]></description>
                        <content:encoded><![CDATA[https://www.facebook.com/paravionft/posts/2346329185477481]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>Bob Tait</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/job-going-6251/</guid>
                    </item>
				                    <item>
                        <title>QNH altimeter settings</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/qnh-altimeter-settings-6147/</link>
                        <pubDate>Tue, 13 Aug 2019 22:31:43 +0000</pubDate>
                        <description><![CDATA[So I was flying IFR into Mackay from Rockhamton at 6000 FT to conduct the RNAV RWY 32 Via Bavam (4700FT). Tower was open and therefore the Class D started at 4500 Feet below the Class C I wa...]]></description>
                        <content:encoded><![CDATA[So I was flying IFR into Mackay from Rockhamton at 6000 FT to conduct the RNAV RWY 32 Via Bavam (4700FT). Tower was open and therefore the Class D started at 4500 Feet below the Class C I was in. Upon reaching the terminal area and just before handoff to tower at 25Nm Mackay I received ATIS and set the local QNH instead of Area QNH that Centre had passed to me earlier. I hadn't reached my true top of descent point yet.

The other pilot said, I would of failed an IPC for that (because I set Local QNH before the top of descent point). I said, but I'm setting the local QNH within 100Nm as per AIP and prior to the IAF for the approach I was about to fly. And because I've received ATIS and reported I've have received it, then when I contact tower they should expect that I would of set local QNH. After all, QNH is a required readback, and required to be set prior to the IAF for the approach.

He said no, because I was still in Class C Brisbane centre's airspace and therefore should be still cruising or descending in their airspace on Area QNH.

I don't think this is correct, and MATS states that ATC will take into account aircraft using Local QNH or Area QNH. Also the Area QNH is not to differ more than 5 HPa, so the maximum error could only be 150 Feet.

I also said, that once in the terminal area and received AWIS from a Class G non-towered aerodrome I would also set local QNH even before reaching overhead an aid such as a VOR reversal approach. Which was wrong too. I am supposed to wait until top of descent strictly???

Have been flying for almost 20 Years and seen the change from previous AIP altimeter setting to the current one. Maybe he is still thinking the old rule applies? He used the justification that "why does Brisbane Centre give you Area QNH?" so that whilst in their airspace as an IFR aircraft I need to be on Area QNH.

Would appreciate some input for this one as I have my IPC due again and don't want to fail!]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>Nathan Coyle</dc:creator>
                        <guid isPermaLink="true">https://bobtait.com.au/community/around-the-coffee-table/qnh-altimeter-settings-6147/</guid>
                    </item>
				                    <item>
                        <title>Things my instructor said</title>
                        <link>https://bobtait.com.au/community/around-the-coffee-table/things-my-instructor-said-5529/</link>
                        <pubDate>Sun, 25 Mar 2018 22:55:52 +0000</pubDate>
                        <description><![CDATA[Things my instructor said :) 

&quot;Right rudder right rudder right rudder&quot;
&quot;Look before you bank.&quot;
&quot;Left. ... left .... the OTHER left...&quot;
&quot;That&#039;s not the throttle.&quot;
&quot;Keep flying until th...]]></description>
                        <content:encoded><![CDATA[Things my instructor said :) 

"Right rudder right rudder right rudder"
"Look before you bank."
"Left. ... left .... the OTHER left..."
"That's not the throttle."
"Keep flying until the plane stops."
"You really don't like taxiing, do you."
"No aerobatics, remember"
"Did you forget anything? (sigh)"
"You've got white knuckles again."
"Do you have any idea where we are?!?"
"That was better - except for the part where you crashed"]]></content:encoded>
						                            <category domain="https://bobtait.com.au/community/around-the-coffee-table/">Around the coffee table...</category>                        <dc:creator>User 4319</dc:creator>
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