Bosi72

FlightRadar24 is not what it used to be. Lots of limitations, delays, restrictions, paywalls, etc.. Adsbexchange is apparently showing everything https://www.adsbexchange.com/faq/ but the Gui is not the greatest.

Just turn on Family sharing on your phone (android), or believe there is a similar app for ios and they will be able to see you.. Otherwise skyecho, avplan, etc are other options

You can also visualise winds using https://www.windy.com/ 1. click anywhere on the screen to set the windspeed and direction flag 2. turn on pressure lines 3. you can see the winds at different altitudes 4. you can see the winds in the future

Recommended reading BOM Manual of Aviation Meteorology. There is also an online course: https://learn.bom.gov.au/course/view.php?id=136 click eLearning module

Welcome to the forum Aero Medic. Every time I buy prescription sunnies (oakley, maui jim) they tell me how the lenses may not fit, manufacturer doesn't like this or that, blah blah, but at the end I tell them I accept responsibility and no warranties, then they fit. So far so good..

There is only one page with AIP ENR 1.7-5 written on top. If you ever decide to go PPL and above, AIP will be your key book.

Regardless of Mike's suggestions about the temperatures, the Manufacturer's Engine manual should be followed. Still, great video..

AIP ENR 1.7-5 para 3.1.4 (2Dec21)

I am curious why people get mad on reaction of other people? Pilot tried to make the best experience for jumpers, obviously didn't anticipate massive shift in CoG, aircraft stalled, then spinned, then recovered. Lessons learned, next time jumping won't be that smooth. To my understanding, as of 2nd Dec all airline pilots will have to be current in spins..

RPL is not internationally recognised. PPL is. Yes, can do Aeros with RPL

Wow that's even shorter than US..

Can you please provide more details, i.e. how many hours per day/week/total in compressed course. I understand the figures fluctuate, only interested in averages. The Op has mentioned compressed PPL course in the US over 1 month, curious how does it compare with locally. Thanks

Below was my initial cost before flying and I believe the price has gone slightly up over the past 2 years: class2 medical dame 200 casa medical 65 asic card aviation id 257 bob tait vol 1&2 312.34 david clark h10-13.4 630 skylines shop vtc map 13 skylines shop wac map 13 skylines shop nav equip 34 skylines shop pilot logbook 23.5 bob tait exam prep 57 bob tait exam prep extra 25 aip, ersa, canprint 144.35 ppl theory casa exam 220 vnc melbourne 13 2007.19 You can cut the costs by by buying e.g. 2nd hand Chinese headsets, books from ebay/gumtree/fb market,.. however items such as charts, aip, ersa must be current. Alternativey, you can double the cost by buying e.g. Bose A20 and please your ears..

Welcome to the lifetime hobby/sport. The licence is only a licence to learn and there are no shortcuts whether you learning in the US or in Oz. It is competency based, some people achieve PPL after minimum legally required 40hours, majority after 60hours, some after 100+hours. That depends on how often you fly, how prepared you are for the lesson (theory, armchair/mental flying), your age, how keen you are, etc... A lesson per week is about an average, which brings you in range of ~60hrs. You could theoretically fly 8 hours per day and achieve minimum 40 hours within a week, however learning is like a sponge. It can take limited amount of water (knowledge) no matter how much water you soak it in. Also training for a licence, in my opinion should be a year long, to experience all weather seasons, winds, because it is better to experience surprises with instructor than without.. The process goes: - get your ARN - get medical - study and pass ppl theory - go flying and the best shortcut is if you do it in this order since the theory is an obstacle which many people postpone until the very last moment. Training in the US will cost you significantly more $ than in Oz when you take into account other costs such as airline tickets, house/car rentals, cost of living, etc.. and I am yet to hear about an examiner (cfi, chief pilot) who would risk his/her career by signing off anyone not ready/competent for a licence. Prepare for the lifetime journey and enjoy it!

This is in-flight refueling using some booze 🙂

https://time.com/3808682/pakistan-giant-photo-drone/

Although I don't recommend, I think it is doable. People always struggle when transitioning onto a different aircraft, regardless of experience. Most stories you hear when 10's of thousands hours airline pilots transitioning onto gliders or ultralights, struggling to land, fly, etc, however the more is true when single engine pilots transition onto twins or jets. Twins are lots of aeroplanes, requiring you to be >ahead< of aircraft, at least 20-30sec, a skill which deteriorates with age regardless of experience. They also require specific knowledge about systems, emergencies, etc.. and again with age it takes probably double the time to learn. If $ is not an issue, you could buy yourself a twin, find an instructor/school willing to teach, then keep flying your aircraft daily in all weather until it becomes muscle memory. Expect to solo after ~100+ hours, or whenever the instructor sign you off. Also check with insurance, they may not insure if you don't have certain number of hours. Again, I don't recommend this path for reasons mentioned above, however with lots of $ and your persistence, anything is doable.

Good article but many comments are better than the article. My instructors taught me not to fight the wind all way on final, nor during climb immediately after liftoff. Wings level and crab into the wind. However everyone touches ground with wing down, since damage may occur if land crabed. The question is when to do transition from crab to wing down. Transition just before threshold works for me. Also it is better to takeoff/land when the wind is coming from the right (clockwise props) due to all tendencies pushing nose to the left (p factor, slipstream, torque).

Discussing about vintage aircrafts, I learned to fly in 172N, but now mostly flying 61 years old 172A with conti o300c. The difference is noticeable, much better forward visibility, lighter, easier on controls, lower 35kt Vso, smooth engine, less stress on engine, slightly lower fuel consumption. People say 5 cylinders can take you to the aerodrome vs. 3 (haven't experienced any), apparently better aluminium and better corrosion protection (although with non-environment friendly chemicals).. .. On the other side no rear windows, 10-15kt slower, lower usable weight, smaller fuel tanks 140lit vs 190lit hence lower endurance 4hrs vs 5 hrs, ageing parts, more expensive overhaul, prone to fuel fauling and carb icing, but always leaning on ground and carby heat on whenever rpm is below green.. I can't think of any other "disadvantages".. I am probably subjective when I say that joy is higher when I fly older aircraft..

Regardless of politics, something (and more) has to be done. From my memory, half of Melbourne population lives on either side of Springvale Road, which is ~15km East from the city. Melbourne is (un)fortunately city-centric, every freeway, every train line goes into the city. That puts a lot of pressure on infrastructure causing everyday's congestions. Politics is obviously playing a key role in planning as for example two big North-South highways (Eastlink and Sth Gippsland Hwy) don't have east-bound exits towards Traralgon at intersections with Monash Fwy?! I think the long term solution is to "spread" the city, to build 3, 4 CBDs, eg. each in Ringwood, Dandenong, Frankston (with ~10 skyscrapers) similar to what they are doing in Box Hill. Then connect cbd's with the outer train loop. An airport on East side close to new cbd's is inevitable..

YKWR will also affect Tooradin, Tyabb, Drouin. The class C will be miles everywhere with narrow vfr LL1500 corridors. No more close by Training areas, nor Aerobatics for all schools including Moorabbin unless moved further south over Phillip island or north over Lilydale, but there will be lots of fuel burning to get to get to closest class G where LL3500. On the other side the benefits will be multiple for economy, jobs, passengers, but probably not so for general aviation. I used to be supporter of new airport on the eastern side, but not sure if I am anymore (yeah selfish:). Probably time to think about own farm with airstrip or airpark.

It also depends if your land is within or too close to controlled airpace (e.g. near big airport).. I would be contacting FAA and your council/municipality/county, then make a good relationship with your neighbours.. Also find the flight school(s) close to your property and discuss. Sure they would like to know if there is another air strip close by to land in case of emergency. Cheers

Similar situation here 2-3 yrs ago.. Losing weight was the best thing I've ever done to my body. Sugars and blood pressure dropped naturally and I was granted a Class 2. There were no shortcuts, and it was very hard. You will need the same "power of will" during your flight training. Is it doable? Of course it is! Good luck!

I've never seen/heard someone doing 360 on the base to make a separation?! Slow down or extend leg in worst case.. I have been in a situation when turning xwind whilst another aircraft joining xwind. Quick radio call clarified situation but it wasn't pleasant situation to be in.. Glad to hear no fatalities.. adsb is not much relevant in the circuits imo..