The flight review reviewed

This writer attended a number of CASA information seminars relating to the December 4 activation of the Part 61 regulations. At each seminar more information was forthcoming, but as one instructor said, “CASA (at large) is only three days ahead” in its knowledge of how the new regulations will actually operate. The seminar speakers advised that while they could only take a few questions at the seminars they would be pleased to take additional questions by email and be better able to fully answer the dozens of odd and non-standard flightcrew licensing situations that were apparent. And full marks, for they appeared to do just that.

Takeoff stalls

The ATSB is working on several recent accidents of which two and possibly three appear to be connected with stalling on takeoff following an event or engine failure.

On March 27 2013 the ATSB released a report and booklettitled Avoidable Accidents No. 3 – Managing Partial Power Loss After Takeoff in Single-engine Aircraft. The report was aimed at partial power loss in a single-engined aircraft on takeoff, but the rules also apply to a full power loss.

It is worth repeating sections of the ATSB report as they are relevant to the theme of this paragraph.

Most fatal and serious injury accidents resulting from partial power loss after takeoff are avoidable. You can prevent or significantly minimise the risk of bodily harm following a partial or complete engine power loss after takeoff by using the following strategies: >> preflight decision-making and planning for emergencies and abnormal situations for the particular aerodrome; >> conducting a thorough preflight and engine ground run to reduce the risk of a partial power loss occurring [also include seat security]; and >> taking positive action and maintaining aircraft control either when turning back to the aerodrome or conducting a forced landing until on the ground, while being aware of the flare energy and aircraft stall speeds.

A note – turning back to the aerodrome has to be a carefully measured exercise. Some years ago one noted Victorian pilot was promoting this from minimum altitude. He is no longer with us.

The report ends with this paraphased summary: Preflight

Know your glide speed and maintain control of the aircraft.

checks prevent partial power loss. Preflight planning and pre-takeoff briefings give pilots a much better chance of maintaining control of the aircraft and helps the pilot respond immediately and stay ahead of the aircraft. Stay in control. Maintain glide speed and plan a maximum bank angle against your personal minimums.

That takeoff safety brief (TOSB) with its reminder of the climb out Vy speed and engine-out glide speed could mean the difference between a controlled glide and a stall with loss of control at low level.

In the USA the FAA was to introduce changes on how commercial pilots are taught to deal with stalls. This was expected to be published in October, but had been delayed because of the US government shutdown. The new rule will mandate changes in how flight simulators work and how pilots are taught to react to stall warnings. The new rules were motivated mainly by the investigation into the 2009 Colgan crash in Buffalo and the Air France loss in the Atlantic in that same year. Both involved stalls and stall recognition.

Self-education expenses capped

In his April budget delivery speech the (then) Federal Treasurer Wayne Swan made comment that will be of interest to commercial pilots.

The Treasurer’s announcement advised the government would introduce a $2,000 cap on tax deduction expenses for work-related self-education expenses from July 1 2014. The new $2,000 cap would also apply to self-education expenses paid by employers under a salary sacrifice arrangement.

Deductible work-related self-education expenses are costs incurred in undertaking a course of study or other education activity such as conferences and workshops, and include tuition fees, registration fees, student amenity fees, textbooks, professional and trade journals, travel and accommodation expenses, computer expenses and stationery, where these expenses are incurred in the production of the taxpayer’s current assessable income.

While the Treasurer may have been trying to curb conferences held at some exotic Queensland island, a negative side to the announcement is that if a pilot spends say $400 on Pilot Operating Handbooks for a new aircraft and then spends $5,000 on an endorsement in order to increase his income, he will only be allowed to claim back $2,000.

The new federal government subsequently has tempered the rules a little – the cap will only apply to those earning over $80,000.

The cap comes into effect in the 2014-15 financial year.