Bosi72

30mins fuel reserve is required by the law. The aircraft's POH should say switch tanks every 30mins. I.e. use right tank when a minute hand is between 0 and 29, use left tank when minute hand is between 30 and 59.

Birdsville doesn't have a TAF. Metar is not the forecast, it is a routine weather report, i.e. current data from the weather station. Use GAF for flight planning.

.. both apps will work fine on Android too. They both offer a free trial, register, try, then decide which one you like more.

10 years old video of a Cessna 172 with VW 1.9 Tdi. Have a look at his other videos.

Good one for spotting the difference ! Not trying to be a CASA lawyer here, but their website says: ...If the condition is that you must fly a certain aircraft type, it must be recognised or registered... Then the table below lists the differences in hours. Regardless, the CPL flight test will be in a VH aeroplane (the flight test form have pre-written VH- in registration box) and it is also good to have an experience before the test. Also a number of LSA aircrafts are on VH register, maybe that was the reason why former Soar (and some other schools) have LSA aircrafts on VH register. Let us know the official response.

The current law says: Part 61. 61.590 Aeronautical experience requirements for grant of commercial pilot licences—aeroplane category (1) An applicant for a commercial pilot licence with the aeroplane category rating must have at least 150 hours of aeronautical experience that includes: (a) at least 140 hours of flight time as pilot of an aeroplane; and (b) at least 70 hours of flight time as pilot in command of an aeroplane; and (c) at least 20 hours of cross‑country flight time as pilot in command of an aeroplane; and (d) at least 10 hours of instrument time; and (e) at least 5 hours of instrument flight time in an aeroplane. (2) Any of the required aeronautical experience that is not completed as flight time as a pilot must be completed as simulated flight time in an approved flight simulation training device for the purpose. (3) The cross‑country flight time required by paragraph (1)(c) must include a flight of at least 300 nautical miles during which a full‑stop landing is made at each of 2 aerodromes not within the flight training area for the aerodrome from which the flight began. (4) The flight time in an aeroplane required by subregulation (1) must be completed in a registered or recognised aeroplane. 61.010 Definitions for Part 61 recognised aeroplane means an aeroplane: (a) that is on the register of aircraft kept by a Contracting State; or (b) that is a State aircraft. I don't know whether RAA numbers aircraft is a State aircraft.. Regardless, keep flying and build experience. Start studying for all 7 CPL exams. In parallel get as many as possible ratings such as: tailwheel, formation, aerobatics, retractable, mppc, night, instrument, in a VH aircraft and the numbers will get you there. Cheers

Great looking aeroplane, but poor sale strategy (or salesman). Comparing Jab with 172 is an insult to intelligence. Maybe comparing it to 152, but seeing aft CoG, non-differential brakes, it is still very different aeroplane. This would be much better video if compared with an aircraft in its own category, or not compared at all. Regardless, these aircrafts are the future of aviation training, whether we like it or not. Simply because there are no new Cessnas, Pipers manufactured anymore, or their price is prohibitively expensive.

As you know learning, especially in aviation, never stops. To my understanding from the posts above, you are an experienced instructor who was out of GA for a long time? I suggest reading the most recent version of Aviation Instructor's Handbook (FAA-H-8083-9B), currently used for PIRC exams. There are some good topics on SA, ADM, technologies...

Are you saying that when you are joining a midfield crosswind, you only say e.g. "Thruster joining crosswind" ? The diagram above is outdated. The current one is below.

Depending on aircraft, in average 6 mins before takeoff you will be focused on run ups, listening your mags and not worry about 10nm inbound. However great that if you could remember them. Regardless, join crosswind is not common way of joining ccts, therefore you have to act promptly. Some people are audio, other are visual, use whatever you can. Also, combination of noise, poor radios/audio panels/headsets, isn't helping, therefore use all information that you have. With regards to question "how", first thing that you remember will be training aircrafts from your school, then other schools, then some people fly more than others. Again, if you can get a handheld radio and listen on the ground, and build mental picture who is where, that would be good practice. You won't have time to write down traffic when in the aircraft. And finally, radios are not mandatory by the law, some radio calls are not mandatory, sometimes are distraction (eg. ABC taxis to the fuel bowser). Keep your eyes outside. Aviate-Navigate-Communicate is paramount, and in this particular order.

Normally you'd be calling only an aircraft that you are worried about, for example you are climbing and about to turn crosswind after takeoff in a high wing aircraft, then you hear someone is joining crosswind.. It is sufficient to say "aircraft joining crosswind I am about to turn crosswind at 500ft, do you have me visual? " or something similar. Even better if you know the aircraft type, therefore you will say e.g. "airturer joining crosswind, etc .. ", or even better if you remembered a callsign e.g. "ABC joining crosswind... etc" It all comes with practice and time..

At the early stages, with instructor, you will be focused on flying only, however as progressing, you will start listening more and start building mental picture. Just repeat it to yourself, e.g. foxbat on base, cessna joining xwind, seneca just took off, and try finding them visually at their positions. Good airmanship is when you acknowledge that you have them all visual. Writing down, or generally heads/eyes down is a distraction and also pointless as in the next 15 seconds they will be at different positions, then you'll have to update notes.. You can start practice building mental picture from your home by going to e.g. www.liveatc.net or similar straming channels. Also playing board/memory/card games, solving math problems helps with improving memory. Be patient and keep practicing.

On the same topic, does anyone know a supplier of Tempest/Alcor TCP in Oz? https://www.aircraftspruce.com/catalog/appages/alcortcp.php Thanks

IFR turns are rate 1 (3deg per sec), or 25deg bank, whichever requires less bank. Divide airspeed by 10, add 7, will give you the angle of bank for rate 1 turn.

>in an an aircraft not fitted with an AH I would >speculate that the only instrument that might be of >assistance, You can use ASI instead of AH in emergency. An hour under the hood with an instructor, or a Sim session helps. Regardless, you shouldn't be there in the first place.

Accelerate whilst in ground effect...

Hi Ralph, I wouldn't be selling a VH letters aircraft as yet. Major changes to the GA medicals are going to be introduced as of mid this year, when you will be able to fly privately GA VH letters aircrafts with self-declared medicals. That means if you are fit to drive the car, you are fit to fly. There are not much differences between flying privately VH letters or RAA numbers aircrafts in terms of getting incapacitated when flying vs. driving a car. In my opinion the risk of head-on collision is probably higher when driving a car vs. crash land into a house. Therefore what are the benefits of having rigorous Class 1/2 medical exams for VH letters aircrafts when flying privately? Flying commercially is a different story. https://aopa.com.au/self-certification-pilot-medicals-its-time-to-get-it-done/

I struggled with landings in Foxbat until instructor suggested not to use any flaps. In strong winds she didn't want to land, so it was much easier to land without flaps/flaperons.

Instructors can't simply send you on a Solo flight. By law (CASR 61.112-61.125), in addition to your ARN and current medical, you have to be dual checked within previous 14 days. Also, some (most) schools have internal policy of Pre-Solo written test, then doing 3 "good" circuits on the day, etc.. Regardless of your previous licence, everyone including current ATPL/CPL holders have to do min 5 hours for RAAAus conversion. In any case don't wait too long. "Strike while the iron is hot !"

how many hours do you have (recently)?

The guy is now super proficient in stall (crash) landings.. How many of us can do that? 🙂

Assuming it's a Raaus conversion, you'll need 5 hours, of which 1 hr solo. Tyabb is around $300ph and they have a Foxbat online. Plus ~$300 for RaOz membership.

By the same analogy why Undercarriage if large % of RAA aircrafts have fixed gear? Why Pitch when % of aircrafts have fixed prop.. Checklists are here to help because we are humans and we make mistakes. BUMFOH, PUFT, TMPFISCH, CFMST, FMOST etc.. are not in any CAO, CASR... it is up to a pilot in command whether he/she wants to use them. Back to question.. Agree, an aircraft can land flapless and without trimming. However, applying full flaps when turning downwind to base would make a trip to threshold very long. I usually apply last stage of flaps on final (if required).. Finally, imagine after base to final, when you push Pitch to fine, then you realise that Undercarriage was not extended earlier on a downwind (thanks PUFT), then apply last stage of Flaps, that would cause a lot of imbalance. Certainly Trimming would help with controlling the aircraft. So the checklist PUFT, and in that particular order, make sense to me regardless whether I fly RAA or GA.

After Base to Final Checklist PUFT - pitch, undercarriage, flaps, trim

it's in ersa... in case you don't have other things to do 😉