FlyingVizsla

It's not unusual - I had a "restraint of trade" clause in my contract which meant I could not work for any of my employer's clients for a period of 12 months to 2 years. That was to stop them poaching staff and also to protect corporate knowledge. Enforcing that could be costly to my employer. Similarly, if RAA put the clause in employment contracts, then if one jumped ship to work for CASA or SAAA or ELAAA or HGF etc there really isn't much RAA can do (economically) to redress the situation. CASA might honour such an agreement and not interview someone, but then they or the candidate might decide the skill set / career is worth the risk. As for keeping up your skills - most professions do it all the time as a requirement. Engineers, pharmacists, accountants, nurses, etc etc have to do a certain amount of recurrent training, new training, professional development and document this for review each year. Ask Col Jones about what Engineers are required to do. For people who aren't used to this it seems an impost, but it is required to keep up with advances in technology, legislation, issues, areas of weakness and existing and new skills. Pilots do AFRs, circuits, read the updates from CASA, RAA, etc.

Welcome Frans! Plenty of action around the Childers airstrip, if you would like to fly in. Meetings 1st Saturday of the month 11am with flying before hand - sometimes a social flight for breakfast or just a scenic. They have a fly-in breakfast about once every 3 months. Usually someone around on week ends, during the week too, Wed morning is a fly-in for smoko at the club hangar. 18/19 March is a fly-in, if you're interested. BJFly has posted info on that somewhere on here. See you 'round. Sue

1909 First woman to fly (not licenced) Florence Taylor - glider 1927 First woman to get an Australian licence, Millicent Bryant, after the ban on women holding licences in Australia was lifted. Others followed close behind, enough to stage the Ladies Oaks Race that year. From then on, women started setting records through the 1930's Nancy was born 1915. At thirteen she was reading Swoffer's Learning to Fly while working in her father's store at remote Mount George NSW. At 17yrs she took her earnings and went to Sydney determined to get a licence. Charles Kingsford Smith had recently opened his flying school at Mascot and Nancy was one of his first students. September 1933 (after about a month's tuition) she gained her A Licence. She went on to get her B Licence two years later, becoming the youngest female commercial pilot in the British Empire. Her father helped her buy a Gypsy Moth and together with Peggy McKillop (later Kelman), the only other woman with a Commercial, they went barnstorming to earn a living. They covered over 20,000NM in 3 months. Nancy went on to fly a nursing sister around remote areas from Bourke NSW for the Far West Health Scheme. She mortgaged herself to the hilt and ordered a Leopard Moth. It was quite a struggle to find remote properties, places to land, in sparse drought stricken areas, no radio or weather reports, but she did 500 accident free hours. Eventually the Scheme ran out of funds and she moved to Queensland doing 14,000NM in charter and ambulance work. Eventually she sold her plane, paid her debts and was left with what she had when she entered aviation. "She had gained neither fame nor fortune, but she had proven herself by earning a living in the most male dominated field of all." Nancy Bird (Mrs Walton) became famous after the War when "she stepped from the cockpit to the podium and is Australia's First Lady of aviation". She founded the Australian Women Pilots' Association in 1950, was a member of the 99's. She has written books, been conferred with honorary degrees, OBE, Dame of the Knights of Malta, A.O. She did return to flying briefly in 1958, coming 5th in the American Powder Puff Derby. - Information and quotes from Australian Women Pilots, AWPA, 1995 and "My God - It's a Woman" Nancy Walton

AWPA (Australian Women Pilots' Association) produced a booklet "Australian Women Pilots" ISBN 0959948511 which covers a selection of women - early pilots, record setters, early passengers, War ferry pilots, RAAF, airlines, Air Traffic Control, flying professionals (eg nurses, doctors), gliding, ballooning, Examiner of Airmen, etc. It was first published in 1988 (I think). I have an early edition and one from 1995. A number of the stories are in their own words, and many have passed on since. Lores Bonney learnt to fly in 1931. In her Gypsy Moth 5 January 1932 with only 8 hours 40 mins solo in her log book, she flew 1,000NM Brisbane - Wangaratta solo (a record). 21 August - 27 September 1932 she flew around Australia solo - 37 days, 8,335NM. A month later she she gained her Commercial Licence and was awarded the Qantas Trophy for 1932 for outstanding performance by a Queensland pilot. 12 April - 21 June 1933 Brisbane - London solo 71 days 10,000NM including a crash in Thailand. 1934 she became the first Australian Woman awarded the MBE. She went on to do more record breaking flights, however she was mostly overlooked by the Overseas press who were not interested in Australian achievements, and the Australian press wasn't interested in women's achievements - yet most Australians have heard of Amelia Earhart. According to the booklet Florence Taylor was the first known woman to fly in Australia, in a glider in 1909. Women were not permitted to hold a pilot's licence in Australia at that time, but her husband flew gliders and had one built for her. Apart from the one sentence in the booklet, she is not mentioned, but I did read a little about her in other sources. So many stories and achievements!

It's a moot point - first Australian with an overseas licence or first with an Australian licence flying in Australia, or first pilot (unlicensed because they weren't granted to women) Millicent Bryant is the first woman to gain an Australian licence. Others had flown in Australia before her, piloting gliders. Sister Hilda Hope McMaugh (in OME's article) was an Australian woman who gained a pilot's licence in England, but could not use it in Australia as women were not permitted to fly there. A brief summary Early Australian female aviators - Wikipedia Went looking for the Australian Aviation Hall of Fame - their website is "missing"

I have read the Proserpine (Whitsunday Coast Airport) screed here https://www.whitsunday.qld.gov.au/DocumentCenter/View/2846 Read it. What they ask is not onerous. Non VH aircraft (RAA, hang gliders, etc and foreign aircraft), Prior Permission is required & are not to operate for half an hour before or after jet RPT aircraft. Landing fees apply. The rest is simply - comply with CASA regulations. Prior Permission might be to make sure you are aware of when RPTs are due. When I see something like this I think "Who messed up that caused them to put this in writing?" Has anyone actually asked Prior Permission and been refused?

Ignore them Planet - I have been following your build and like what I see. Good on you for doing it and posting photos. Ignore the Egos, Thread Drifters and Knockers - just show me pics. Sue

There's a coming weight increase for RAA, been talked about for ages, and should be here "soon". Up to 760kg (Cessna 150's) rumoured up to 1500kg - taking in the RPL. ELAAA Pty Ltd announced - ELAAA is offering a service for Fixed Wing and Rotary Wing Aircraft at a MTOW of up to 760 kg. Flying training to RPL level with a CTA operations endorsement is planned for the FTF’s that join us. Our CFI instructors will be to the standard of being able to instruct on basic instrument flight requirements. This allows students wishing to make flying a career the ability to transition to GA Licencing. Presumably you can transition from GA to their licence / certificate. They are not approved yet, was to be 7 Oct 2016, but now talk of Feb 2017. They were also talking of a weight increase to 1500kg MTOW with 2 POB. There might be scope for a Piper / Cessna under either body.

If you have a read of the Training Syllabus - the Advanced Pilot covers things in more detail and to a higher standard. The scoring to achieve a tick is on a scale of 5 to 1. In a nutshell 5 - needs further instruction (can't proceed), 4 - needs practice, 3 - pre solo standard, 2 Pilot Certificate standard, 1 competent to teach. It's an award for pilots seeking higher skills at a higher level. No one if forcing us to do it.

From the Ops Manual:- ADVANCED PILOT AWARD ENDORSEMENT (APA) 13. An applicant for the issue of an Advanced Pilot Award must: (a) have reached the competency standards required under Unit 1.07 of the RA-Aus Syllabus of Flight Training; and (b) be recommended by an RA-Aus Examiner to undergo the flight test for issue of the endorsement; and © pass a flight test conducted by a Pilot Examiner or a CFI. ------- The following is a summary - to read the full 7 pages, go to RAA.asn.au - log into the members' portal, search for "RA-Aus Syllabus of Flight Training" A pdf will open - go to page 59. All the requirements are there. ------- SYLLABUS OF FLIGHT TRAINING - ISSUE 7 – OCTOBER 2014 UNIT 1.07 – ADVANCED PILOT AWARD SYLLABUS 1. AIRMANSHIP 1.1 General Airmanship 2. TAKE-OFF SAFETY BRIEF 2.1 Engine failure safety brief 3. STEEP LAZY EIGHTS 3.1 Entry 3.2 Maintenance 3.3 Airmanship 4. MAINTAIN BALANCED FLIGHT 4.1 Co-ordination 5. STEEP 360 DEGREE GLIDING TURNS 5.1 Entry 5.2 Maintenance 5.3 Exit 6. SIDESLIPPING 6.1 Entry 6.2 Maintenance 6.3 Exit 7. SLIPPING TURNS 7.1 Entry 7.2 Maintenance 7.3 Exit 8. PRE-STALL RECOGNITION AND RECOVERY IN A CLIMBING TURN 8.1 Entry 8.2 Maintenance 8.3 Exit 9.PRE-STALL RECOGNITION AND RECOVERY FROM A STEEP GLIDING TURN 9.1 Entry 9.2 Maintenance 9.3 Exit 10. GROUND REFERENCE MANOEUVRES (Constant Altitude/Radius Turns) 10.1 Entry 10.2 Maintenance 10.3 Exit 11. GLIDE FROM OVERHEAD THE FIELD 11.1 Aeroplane positioning 11.2 Glide 11.3 Touchdown point nominated 11.4 Lookout 12. CROSSWIND TAKE-OFF AND LANDING 12.1 Take-off 12.2 Circuit 12.3 Approach 12.4 Lookout 13. SHORT FIELD APPROACH 13.1 Pre-Landing Checks 13.2 Airspeed maintenance 13.3 Use of Power 13.4 Touchdown Point 14. WEIGHT AND BALANCE 14.1 Loading, and Weight and Balance 15. PERFORMANCE FIGURES 15.1 MTOW 15.2 Normal Approach 15.3 Vs 15.4 Va 15.5 Vne 15.6 Short Field Approach Speed

Yes Ollie, great place to learn about flying! Whatever you want, someone has flown it, whatever question you ask, there's an answer.... Lots of good stuff hidden away, apart from the forums, there's tutorials, resources (like plain English translations for weather), planes for sale, and the best laughter around. Sue

(Posted this earlier but it never appeared - apologies if it turns up twice) Except for the very early days - the rego number was unique eg 1234, regardless of the prefix eg 10-1234 but no 19-1234, 32-1234 etc. So in theory an aircraft could be moved to another category eg 24E-1234, 19-1234 (as happened with factory built and later de-registered and re-categorised planes like the Ibis). However, in the early days of the AUF they issued the same number with different prefixes. Most of these problems have been retired, but it is possible to find 10-1234 & 19-1234. Our Wheeler Scout had its number changed, possibly in an attempt to get a unique number, or maybe just an administrative mistake. Remember, in the early days, the AUF was run by volunteers who probably didn't have much time and didn't envisage how big the fleet would become, or the advent of computer databases. There is a long thread about how 10-0001 got hijacked, if you want to search for it. A brief thread here Sequential Aircraft Rego Numbers Sue

I asked the same question on behalf of a friend who had let his RAA registration, membership & certificate lapse due to medical reasons, but wanted to put the aircraft back on the register to get it sold. This was the response from tech at RAA "You don't need to be a member to register an aircraft, we have many aircraft owners who do not fly their aircraft but wish to be the listed owner on our database."

Old Pilot - the initial discussion on this forum is here walget plane accident The discussion on pprune forum doesn't add anything of substance. Unless you can find someone who witnessed the accident, then we will have to wait for the ATSB report to finalise, or the coroner's report - usually not available to the public, but would be available to the next of kin and probably a year away.

Is this him? THE DAILY TELEGRAPH TRIBUTES WILHELMI, Troy Tragically taken from us on the 5th November, 2016, aged 46. A loving & devoted husband, father, son, brother, uncle and friend. In His Saviour's Arms Family & friends of TROY are warmly invited to attend his Funeral Service to be held at St John's Anglican Church, Menangle Road, Camden on Monday, 21st November, 2016 commencing at 2pm. In lieu of floral tributes please consider a donation to the Wilhelmi's children's education. You can contact Narelle on 0410-564-733. ATSB report Investigation: AO-2016-146 - Collision with terrain involving Air Tractor AT-502, VH-LIK, near Walgett, NSW on 5 November 2016 The ATSB is investigating a fatal aircraft accident involving an Air Tractor AT-502 registered VH-LIK, that occurred near Walgett, NSW on 5 November 2016. The aircraft collided with terrain while conducting spraying operations. The pilot was the sole occupant. Go Fund Me Click here to support Wilhelmi Family Support Fund by Narelle Cook On Saturday the 5th of November 2016 the Wilhelmi family was changed forever. The loss of Troy Wilhemi has shocked family, friends, work colleagues and the community. Tragically Troy was killed in an unforeseen aeroplane accident while crop dusting. He has left behind his wife Simone and their adoring 8 children, with a newborn 9 week old baby. He was the 'sole bread winner' for the whole family. The money will be used to assist with paying off the family's mortgage and to help with the children's education fund.

ATSB report here:- Investigation: AO-2016-118 - Loss of control involving Air Tractor AT-502, VH-ULV, near Esperance Airport, WA, on 10 September 2016 Briefly:- At about 1000 Western Standard Time on 10 September 2016, an Air Tractor AT-502 aircraft, registered VH‑ULV, was conducting aerial agricultural spraying activities at Salmon Gums, near Esperance, West Australia. During a turn at about 200 ft above the ground, the pilot lost control and the aircraft collided with terrain. The aircraft was substantially damaged and the pilot sustained serious injuries. Preliminary enquiries by the ATSB suggest that the accident was attributable to pilot actions. The ATSB considered it was very unlikely that further investigation would uncover any systemic safety issues. The ATSB has discontinued the investigation.

Student named 'The loss is deeply felt': Ultra-light plane crash victim remembered RIP to both. Sue

Since Old K gave me a 'caution' for my 6 year old post - I'll up date it to Nov 2016 Childers - unchanged - $200/yr but you own the hangar (buy or build) + $50 membership fee. Occasionally there is a hangar to rent; usually 'mates rates'. Grass strip, no landing fees, but you will be expected to contribute some sweat to maintaining the place. Emerald - 2016/17 in Council owned hangars - itinerant $20.80/day, in a multi-user combination bay with 2 aircraft $20/wk ea & POA. It now comes with a 44 page document of Terms & Conditions - Emerald Airport. Plus landing fees. Springsure - we had a 30x30 hangar site surveyed, which several other people have also attempted to develop. The lease stipulated the hangar had to be set in cement (making it hard to remove) and it reverted to the Council's ownership when the 20 yr lease expired if they or we decided not to renew. Had to construct a bitumen apron and taxi way to the strip and drainage works. Annual fees would be 10% of valuation /year - the letter incorrectly asked for $67,000 being 10% of the entire airport. That and about $100k of works + $15k hangar for a $30k plane killed it off for us and everyone who came after us. Rent would be about $10-20k/yr. Rent will depend on establishment and on-going costs.

Finished reading "Fate is the Hunter" for the first time, re-read "The Man Who Saved Smithy" Rick Searle (about Bill P.G. Taylor). Part way through "Absolute Altitude, A Hitch-hiker's Guide to the Sky" Martin Buckley and have found an old copy of Gann's "Flying Circus" up next.

Point one - you're backing One Nation at Qld election, Pauline for Premier! Point two - what's happening in Orange? Point three - the constitution doesn't go to CASA, in Qld it goes to the Office of Fair Trading, easy. Point four - just had a big clean out and the members returned the old board with only one new face.

Another airpark - Vanderwolf Road, Bunya Creek, Qld - in the area between Hervey Bay, River Heads, Susan River. There are two existing runways, the longest runs the length of the road. The following announcement by the Fraser Coast Regional Council today:- Bunya Creek Residential Airpark Council has approved an application to develop a residential airpark at Bunya Creek. The 60.7 hectare site along Vanderwolf Road will be developed into 42 community title lots over four stages. It currently has two runway strips for light aircraft. The development will provide potential residents with the opportunity to live in a community that has a shared interest in aviation, as well as the ability to garage their plane adjacent to their home.

Welcome Scezza, Hope you can get things on an even keel and up in the air real soon. Meanwhile you may have to go flying vicariously through this forum. What do you hope to fly? Sue

Keith, you have been advocating a centralised, face to face, hands-on course for L1 (as per MB's course). Frankly I wouldn't go as it would be too expensive to travel somewhere for 2 days to try to turn me into a mechanic, and my husband would be livid that someone tried to tell him what a spanner was. I did an Owner-Builder cert (to build your own house) - it taught where to look for rules, what you can do, can't do and an exercise in costing it out. It didn't teach you how to plaster, design a slab or construct purlins. The L1 is similar - it isn't designed to teach you to overhaul an engine but what you can do and where to find it. There will be people who don't work on their mower and wouldn't work on their plane - that's what an L2 is for.

That's mainly road rules (giving way to Left/Right). Each State has its own legislation around ancillary issues such as vehicle inspections (annual in NSW not required in Qld), medicals (every year for 75yrs+ in Qld, not in others), medical standard - each State makes its own determination on health standards for car drivers. Where there is "proof" RAA prudently request a copy - we send the medical certificate (not the full medical) to them at their request. The Qld licence which you can renew for up to 5 years, is dependant on holding the annual medical.

Driver's licences are a State issue, each State has their own regulations. In Qld drivers over a certain age must be medically assessed each year, and this is the certificate we supply to RAA. Other States are different. That's part of the problem - what is OK in WA may not be in Qld. CASA went to the National Heavy Vehicle medical standard for RPL because that was the only National health standard for operating a vehicle - a bit of overkill plus their 'extras' for flying.