Am I?

I should think not. They’ll find some other con to make sure they don’t lose any staff. As they appear to be very ineffective in fighting our corner against Europe we may as well close the CAA and let the EASA do the whole lot. On second thoughts that would be worse than keeping the CAA in its present form.

As the function of the CAA changes, and much of their workload transfers to Europe, will we see a corresponing reduction of the workforce and cutting of operational costs?

Dream on……………………

As usual we’ll comply without question whilst Germany will pretend to enforce the rules but not take too much notice if people don’t comply(most un-German behaviour) and the French will continue to obey the rules they agree with and ignore the ones they don’t.

You may want to read this speech regarding EASA’s function. The CAA will become more an instigator of policy rather than a creator.

The CAA… don’t get me started!

You are not alone!

Since I gained my PPL in 1996, I have seen a steady increase in regulation and costs on the private pilot, and precious little to applaud. Part of the problem is obviously Europe where rules are invented without reference to real life by a bunch of people who cannot even get auditors to sign off their own books, far less be accountable about their expenses, so how can we trust their decisions?

However, the CAA is to an extent cuplable as they (for instance) managed to persuade themselves and the government that the effect of changing the flight crew licensing would have no cost impact on the PPL holder. I can understand commercial pilots having just one set of rules, but why did anyone think there was a need to enforce the same standards for PRIVATE pilots across Europe? Then there’s Mode S which brings no benefits to the PPL but will do to airlines and UAV-makers, but the GA owner has to pay for the new kit.

Another thing which should be addressed is that the CAA makes rules and also enforces them. This is pretty unusual if you think about it, and has led to some silly prosecutions for low flying which were dismissed, but should never have been brought in the first place.

Stewart, I didn’t think you were being critical of the Condor. I was merely making a comment on the fallibility of us mere mortals.
T6flyer, you see now that there are some advantages to being a shortarsed git like me. I concur with your impression of its handling qualities.

Am I the only one with a soft spot for the Rollason (ex-Druine) D62 Condor? Another lovely little aircraft.

I have always been an ‘admirer’ of this little aeroplane and for years and years its been at the top of my ‘wants’ list. Last year it was removed from said parchment as I was lucky enough to have two flights in G-AXGV. Being quite tall, I had a logisitical problem in getting in and out, but apart from that enjoyed the experience. Seemed to be a nice aeroplane to fly.

Martin

Mike,
You’re probably right, after all it’s over over 30 years ago, but it always seemed to be there ready to remind you how to correct it.
Didn’t mean to imply criticism of the Condor. I remember it as a brilliant training aircraft because you had to fly it all the time, but at the same time there was a lot of feedback to teach the novice what was happening or about to happen. After that the C150 felt like sitting on a sponge!

Stewart, in response to No2. It is amazing how many aircraft are claimed not to drop a wing at the stall but do the first time you try it, usually caused by not ensuring the ball is centered.

Ahhh! Condor moments.
Doncaster Aero Club 1972-3.
G-AWSS, -AWST, -AXGS, -AXGV (first solo), -AYFF (most hours and FHT).

Moment 1.
First trial flight, 20 mins. Avgas, dope and oil. Silly grin and two days later the burning impatience to book the first full lesson.

Moment 2.
3 turn spin and recovery. Pulling out through the horizontal and my right arm is suddenly almost too heavy to reach the throttle, F.I. Gordon C says “I have control”. Pull up into stall turn, prop stops! Nose down and engine restart at 1500′. Absolute rictus grin for ages. Oh, and it WILL drop a wing at the stall.

Moment 3.
Solo qualifying cross country Doncaster to Sherburn, land, to Brough, turning point, to Tollerton, land, to Donc. Some time after Brough 2000′ 90knots, toddling along and that uneasy feeling something is wrong. Check everything, check everything again! Look over left shoulder to see JP flaps and wheels down, wings wobbling, just about to break left after formating on me!

Moment 4.
Comment from CFI Jim W after FHT ‘Emergency Short Field Landing’ – “Congratulations, that was the shortest ground roll I’ve ever done in a Condor. Don’t ever ********** do that again in one of my aircraft, you’ll have the oleo legs up through the wings!”
(long low slow approach, full flap, lots of power, chops throttle 10′ above the deck!)

Ah, but Moment 5.
Post PPL, check out on G-ARWB(?) Chipmunk. Now that’s another story!

Many thanks AW

Mike there was a website dedicated to the Condor…
Here you go….
http://www.rollason-condor.co.uk/
At least one VAC member owns one…
Gary

Oh good, I thought it was just me.

Did most of my training on one. G-AVOH and loved it.

First solo, 2 June 1992 18:30 to 18:40, Thruxton.

Silly grin for three days.

MH