Jase T

The first rule of flight club is.......

I remember a young pilot being "Excused" from pilots course and the ADF in general when it was discovered he could not "safely control the speed of his motorcycle". I believe words along the lines of "If we cant trust you to ride a motorbike unsupervised how can we trust you to fly an aircraft?"

OK I can speak to this one as I have both done and taught Autos. To a large extent it will depend on the instructor, aircraft and insurance!! I cant speak to an R-22 as I have never flown one but the B-206+ and 205 are fantastic for it and hold a lot of rotor inertia through the initial and flare and give you lots and lots of cushion. I would imagine the little Robbies would be a lot more sensitive to RRPM changes with a tendency to overspeed on entry and in the flare and would run out if you were a little high. Some dont like doing them as you will be doing a run-on landing so there is risk if not perfectly straight. It takes a LOT of practice and recency to remain confident! 200' seems a little odd though, surely you can have the power back in and still be in auto fly the Flare, the initial and terminate to the hover instead of running on? Not current anymore so dont know current practices..

You do realise you can reset your BFR by learning a new skill?? Perhaps a formation endorsment? Perhaps tailwheel? Perhaps a low level endorsment? Maybe instead of just doing a few CCTS and a engine failure, this year you could look at getting something out of the process and improving your skills??

Realistically how much is it going to cost to buy an airframe in as good a condition as yours? And it will come with either a 350 hour engine or one like yours and you are in the same boat. How badly do you want the 24 rego? You are obviously planning on keeping it a while anyway. So go on condition on the engine, get the best bang for buck avionics you can and fly it up here and see the sights.

Sadly these days the Diamond Reo brand is back and a Chinese owned company... They are the LDV / Cherry of trucks!!! Would rather drive a UD.. Its a shame what's happened to a good old brand.

Surely a simple nonstandard “can you advise how long until clearance is available? I am unable to proceed in VMC” May have promoted the controller to evaluate what was going on?

Sorry but i see the blaming of ATC here as a “we need to have someone to blame” issue. They did not make the command decision to commence flight when they shouldn’t have. They did not make the decision to commence descent. They did not depart on a marginal weather that day without even bothering to get a met forcast or use and up to date Nav database. We go on and on about ADM and single pilot resource management yet we blame the ATC when someone fails to use either of them. The fact is the ATC were right to deny him the clearance (although they didn’t know it) as that pilot in that day in those conditions had no right to share the airspace with anyone! It annoys me no end when we can’t call something what it is and have to look elsewhere for blame.

Also remember the stated figures are for a factory new aircraft, with a factory new engine / prop. Not one with dents and faded paint and bugs and 1500 hours on the engine...

I teach ABC for an engine failure in a fixed wing... A- Airspeed is your friend... Know and establish best glide speed. Convert Alt to height if you can safely do so (you are converting genetic energy to potential energy). B- Best possible landing field have a GOOD look is it below you? Is it behind you? what is it and where is it? You should know the wind as you made a not of it every time you noticed it.. C- Commit to the landing area you chose - many many people have failed to make a forced landing by selecting a suitable area and changing to that one, then that one, then ohh that one, then ohh thats a better one... Then not making any of them.. C- Checks you better know them from heart, better have practiced them BUT first is what did you just do? Undo that!!!! Did you just change tanks? Change it back! Did you just turn off the fuel pump?? Turn it back on... As far as high key / low key ETC go its awesome to teach a student what the sight picture should be and get them used to what to look for but in reality who is going to think.. Now the ground elevation right here and now is about 1300 feet and the high key is going to be 3300 feet and the low key is going to be 2300 feet... No thats not going to work!!! Use it to teach a sight picture then fly what you see from then on. I like to use is it within a circle of a wingspan radius?? If so i can definitely make it. If not I need to decide if i can. Aim to touch down ½ way along the field then use sideslip to bring the touch down point back when you are definitely going to make it...

I would hopeif you were planing that flight (at least for the over water sections) you will be using a NAV system somewhat better than an iPad with OzRunways.........

I was taught and Always flew oval CCTS in the defence force.. Especially at low level!!! A constant rate turn from base to final was the go but then again my final patter went like this.. Attitude, Aimpoint, airspeed closure rate (closure rate was kept at a fast walking pace all the way to a 3 foot hover...). For the record in a fixed wing I teach square CCTS at normal height to allow students time to sort out the aircraft. Make configuration changes when not turning as I want your eyes outside in a turn and look at the airspeed before you do anything (flap, turns, power changes etc etc if you are going to do anything you look at the airspeed first). BUT low level or bad weather circuits are flown as oval downwind to final. Otherwise you are too far away from the runway on downwind and risk losing sight of it in the rain! for low level circuits configure the aircraft on downwind and fly a constant level turn to intercept final keeping the airspeed at the front of your scan. For my money on a VFR flight you are most likely to stall the aircraft shortly after going inadvertent IMC!!!

Nev I sincerely apologise if you felt any offence it was never my intent. My reply was simply to the "change power to change speed" concept. I did not mean to say you were in error or to belittle your knowledge or experience. Interesting that you knew these guys, I purchased my original BAK book from Mr Thom himself some time in the 80's still have his Nav, Wx and Instrument books on the shelf and use them as as a reference. I like the way he simplifies things when i cant find the words to explain a concept. . I am sure we must have moved in the same circles at some stage and must have crossed paths. Only Nev I knew was a very experienced ex airline (piston engine airline) instructor. Did my initial instrument flying with him in 1989. I think he went on to import the very first Glassair in the country. Anyway I do sincerely apologise and will refrain from replying to comments that may offend in the future.

I guess it depends on your knowledge of the aircraft POH and its handling charestics.... Give it a go in a Tecnam Golf and see where you end up!!!

Nev dont make me hit you over the head with my Trevor Thom BAK manual from 1985... P+A will ALWAYS = P Power - not throttle position but the power your engine is capable of producing at that instant in time all things considered (including DA, age, set up etc etc etc) plus Attitude - the one you have set or just adjusted to Equals Performance - a combination of IAS and rate of climb / decent. You may need a specific one to avoid a stall or to climb out before an obstacle or to meet a touchdown point. If you are not getting the performance you want you need to change one or both to get it... If you have no more P you need to use A to give you the best you can get. If you want S&L and a different IAS you need a completely different P and a completely different A you cant just increase power.... as an ab initio pilot you learned "Change, Check, Hold, Adjust, Trim" or something similar when changing something but as your experience improved you "sort of do them all at the same time" but the P+A=P rule still applies. It applies in a climb, in a descent, in a turn, in a steep turn and on approach....

Then you get the pilot that applies full power in a tricycle with the elevator all the way back... He quickly discovers that unlike the 172 an RAA aircraft is light enough and has enough control power to lift the nose wheel off the ground before the rudder has any authority... He then rapidly departs the runway, hits a fence post and calls his insurance company.....

If only I had the confidence, skill, recency.... Not one to do on you r first flight after lockdown..

when trying to intercept the runway centerline after overshooting the turn onto final... With flap out and engine at low RPM. Pilot is looking out trying to get it right.. Using a lot of AOB and a bit too much rudder, not paying attention to the airspeed as the eyes are concentrating on the linup.. Airspeed gets low...

I would be in favor of a system similar to the FAA wings program. Basically if you attend approved courses / seminars / flight training then it extends your BFR by a certain amount per course. The idea is to promote further learning not to simply pass a test flight every 2 years. Anything that promotes learning and self improvment has to be the way to go.

Because there is always someone who can explain it better than i can.... https://youtu.be/nWbk3jn0GK4

Try this. Enter a coordinated turn, the more the AOB the more you will notice it but it works at any. Now without worrying about maintaining height increase the back pressure. What happens to the rate of turn? Thats right it increases. Now reduce the back pressure. See it slows down. In fact if you reduce it enough you can stop the turn all together. The steeper the turn the more back pressure the faster the turn (until you exceed the critical angle). Ailerons and rudder do not turn the aircraft. If I put in enough aileron and keep it there I will do an aileron roll. The aircraft will not turn at all it will roll about a point. Same with rudder if i put it in and hold it I will get a sort of snap roll.. Its the back pressure that turns the aircraft (well its the increase in AoA and associated increase in lift). The others set the aircraft up so it can.

I am trying to stay its a WAC chart... In that it is a chart of all the WAC's... Thats the only true WAC Chart.... Its like an ATM Machine.. That can only be a machine that makes ATM's... A WAC chart can only be a chart of the WAC's... It's like when someone says "Turning Finals or on finals" I always wonder how many of them there are?

The title of this thread annoys the pedant in me. This is a WAC chart I.e. a chart of the WAC’s. The individual ones are World Aeronautical Charts or WAC’s ....

This is going to make "A visual fix every 30 mins" quite difficult to achieve in some areas!!

pssst they are VNC's these days.. Haven't been VEC's for a very very long time you are showing your age (and possibly a military background??) there. VEC's are from way back when the VFG came in a lovely orange folder and you could go full reporting VFR.....