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Flyingfish

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About Flyingfish

  • Birthday 03/12/1971

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  • Aircraft
    RV7
  • Location
    NSW
  • Country
    Australia

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  1. Thanks a lot for all your comments 440032 and onetrack. Lethbridge may be a good option, hadn't considered it yet. Will be visiting Geelong, then travelling by road. Thanks.
  2. I am planning a flight to the Geelong area, and would appreciate your recommendations for best airfield to land and leave the plane overnight (RV7-A). Ideally... - close to Geelong - sealed runway or smooth grass or gravel - safe to leave plane tied down - avgas available - car hire nearby Does Avalon have parking for GA? Considering Barwon Heads or Torquay and will appreciate any local knowledge and suggestions!
  3. Anyone know if stamp duty is payable on an aircraft purchase in NSW?
  4. As Kasper points out, training environment is significant. My initial training was at Bankstown, with three parallel runways. Both instructors and ATC drummed into us the importance of not overshooting the turn to final because of the real risk of a mid-air collision with an aircraft using the adjacent runway. I had developed a habit of flying too slowly through the base and final turns, such that when I first flew with a different instructor to normal, he shouted, ''Do you want to die?'' as I did what I thought was a normal approach. The emotion of the moment seared his comments in my memory, even though I was sure he was overreacting. After reading many turn/spin accident reports in subsequent years, I am thankful for that short sharp lesson which has probably kept me alive. In situations where overshooting final is dangerous, helps to start the turn onto final early, especially with a tailwind on base. But it is all about ensuring a balanced turn, and keeping the speed up by lowering the nose as necessary.
  5. To be clear, I was hiring planes from flying schools through to end of RPL training and then realised if I wanted to use the qualifications to fly more than about 50 hours per year it would make better financial sense to purchase a plane. It's definitely a financial stretch. But the upside is future training will be less costly. The cost of hiring aircraft has gone up a lot in the last 10 years. Looking back, If I had been more confident that I would succeed with the flying I may have bought into an aircraft syndicate or leased a plane to use for a year while doing flying training. I know someone who leased a helicopter for a year at the very beginning of his training and used it through to CPL and initial 500 hours required for job seeking. Although I'm sure that would have cost a lot and it was a major commitment up front, it would have been significantly cheaper than paying for all those hours via hourly rental. Not saying that will necessarily suit you, just other ideas to reduce cost depending on your goals. Some flying schools also offer block training paid in advance at cheaper rates per hour. You just wouldn't want to get too far ahead, depending on the financial health of the flying school...
  6. Interesting discussion above. I'd support your plan. I started with RPC with passenger and navigation, then went to RPL (with class 2 medical) when it became available to gain access to controlled airspace. Happy at the moment with RPL, and enjoying flying my own two-seat plane. Considering PPL training soon to allow night VFR. Using own plane for training saves on training costs.
  7. https://www.raa.asn.au/storage/safety-notice-bristell-lsa-20-feb-2020-00000002.pdf SAFETY NOTICE Pilots and operators of Bristell light sport aircraft (LSA) are strongly advised to avoid conducting any manoeuvre that may lead to an aerodynamic stall of the aircraft - either intentionally or unintentionally. This includes any flight training for stalls. The manufacturer has previously declared to CASA that the Bristell LSA meets the applicable certification requirements for LSA. Recent information received by CASA from the aircraft manufacturer shows that the aircraft may not meet the LSA standards as it does not appear to have been adequately tested (as required by the certification standards) for its ability to recover from spins. Worldwide, a number of Bristell aircraft have been involved in fatal accidents following unrecovered spins. Further investigation and discussion with the manufacturer is ongoing and an update will be provided as new information becomes available. SAFETY ISSUES Light Sport Aircraft are required to meet a range of international standards for certification. The manufacturer has declared that the aircraft meets the standards published by ASTM International. The standard (ASTM Standard F2245, section 4.5.9) specifies the spinning performance requirements, including the ability to recover from a spin. CASA has been engaging with the aircraft manufacturer, BRM Aero which is based in the Czech Republic, seeking to confirm that the four variants presently operating in Australia meet the standard. We are concerned that contrary to the formal declarations made by the manufacturer, the aircraft may not have been adequately tested for compliance with the ASTM standard for spin recovery. There have been several fatal accidents worldwide (including in Australia) where Bristell aircraft have entered a spin (including during stall flight training) and failed to recover. BACKGROUND Manufacturers of LSA (either registered with CASA or otherwise) are able to certify or make a selfdeclaration, that the aircraft meets accepted standards, such as the ASTM standards when making application to CASA for a special certificate of airworthiness (COA) as an LSA. This scheme, which has been adopted internationally, lowers manufacturer compliance costs, reduces the time to bring a design to market, and enables a more timely response to design and technology change. It is less rigorous than schemes which require a manufacturer to hold a production certificate issued by a National Aviation Authority such as CASA, EASA, or the FAA. BRM Aero has previously declared that the Bristell variants meet these standards, however, subsequent to investigations which followed a number of fatal accidents involving these aircraft the manufacturer has been unable to provide satisfactory evidence that the design is compliant with the requirements of the ASTM standards applicable to light sport aircraft. FURTHER INFORMATION CASA continues to engage with BRM Aero in relation to this issue and is considering a range of proportionate safety related actions designed to mitigate the identified safety risks and will provide more information as it becomes available. If you have any urgent questions, please contact: [email protected]
  8. iPad shutting down when too hot seems to be the most likely to affect us - much more likely than satellites being unavailable. Happened to me a couple of years ago when flying through the Sydney basin (was glad to have paper maps and radio frequency notes handy), and recently even before take-off from home airfield on a 35° day. Other similar equipment such as backup iPads would be equally affected at the same time. Perhaps panel mounted aviation GPS instruments will handle heat better?
  9. You seem like a serious student. I would highly recommend a book called 'Mike Busch on Engines' by Mike Busch (available on Kindle). Or you could also learn a lot from his recorded webinars available on YouTube - search for 'Leaning basics' then 'Leaning: the advanced class'. I found all these resources fascinating when going from flying Jabiru and Rotax with fixed pitch prop, to a Lycoming IO-360 with constant speed prop. Here is an article that discusses leaning, power changes and detonation. https://www.savvyanalysis.com/articles/controlling-the-combustion-event
  10. How does a person recover their personal identity after a breach like this? Imagine if Biometrics such as fingerprints and iris scans are included in the stolen data? Airport security card company reveals data hack as AFP investigates - ABC News (Australian Broadcasting Corporation)
  11. Saw a curious call sign in RWY app this morning... WH-OPPER... wonder if this was deliberate or a practical joke? Aircraft flying west near Mittagong (see screenshot).
  12. I use the iPad mini which is just the right size to strap on the leg using a knee board. Using the knee board strapped on allows you to keep the iPad in the same place during the whole flight, including take off and landing. If the iPad is not fixed to the dash or knee, you must stow it for take off and landing. The only issue I have had occasionally is overheating if the sun has been shining directly onto it for a long time. Overheating causes the iPad to shut down.
  13. A strong steady crosswind can be a much more manageable situation than when the crosswind is very turbulent. I am normally comfortable in crosswinds up to about 16 kts (with aircraft max 18 kts), but gave myself a scare landing at Coffs with crosswind 10 - 15 kts and turbulent - felt like I was in a washing machine - and used much more of the runway than normal before I could land under control. At Coffs a southeasterly wind comes off the sea and tumbles over a row of trees, like waves breaking on the runway... at least that's how it felt!
  14. Thanks for the interesting comments. The Microair receiver selectivity is quoted as -70 dB in their M760 rev Q data sheet. http://www.microair.com.au/pages/233/Manuals I've searched the xcom site but could not find a specification for receiver selectivity. Do you know this figure Kyle or anyone? Am considering radio choice for a new aircraft.
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