ben87r

We were told during training that all planned CTA climb/descent profiles had to be no less than 500' above the steps. Not sure if it is something that has changed over the years tho.

I have it at more like 9 and 1/3 yr old :)

I have flown lots out of both (YPPF,YBAS,YBRM,YSBK) and as you mentioned there are "local" style "rules". I tend to stick to the AIP which does not differentiate between the old GAAP and larger class D. I now always offer a departure report (was never done through training, and was unaware it was required until work) and most times they will accept it but the "metro D" guys usually sound a bit surprised, and with the others sometimes not requesting it when super busy. Not sure if that's what's meant to happen but, if they have you sighted in VMC I suppose it's ok. I haven't flown VFR into a "metro" D since training but the D aerodromes don't require clearance via a reporting point and a radial/bearing and DME/GNSS or miles used instead, if equiped and able. Unsure if that would be OK in town. IFR at both just planned as per the AIP and should be easy enough. Direct once airborne might be easier outside of the metro areas depending on identification. The metro D ground controller always seems to clear outbound via the run up bay (and I always forget to say that it's not required) and at the others clearance via the run up bay must be requested if required. That would just be because of the amount of training AC in town. There's a few more little things but seems to be aerodrome specific rather then between the above. I'm definitely not an ATC guy, they would have more to mention ild imagine, this is what I've picked up on the operational side.

4 and a half months to receive my last licence late last year..

To be fair I was hardly nitpicking. The whole fuel system works different between types and with the lycoming wouldn't the fuel pump have already been on for a critical stage of flight? I agree that the POH should be read, extremely thoroughly. The C210 calls for AUX pump low when changing from a a dry tank only. No pump for any other changes.

Great advice David but the C210 is fitted with a IO-520. There are a very small amount with IO540' s with the IO-550 being being a much more common STC. IF the POH method of switching from a dry tank is used It shouldn't be more than about 10seconds before she relights.

I'm still getting the hang of mine but I'm pretty sure I have had what you are talking about. I had to plug in the external and as soon as it got reception I disconnected it again.

I normally say that I have enough friends but Allan! I reckon I have room for one more

There is a HUGE amount of stuff I'll never use that my taxes are uses for. What ever happened to "benefit of the local area/state/nation" stuff, or does that not suit aviation? As mentioned pay your fair share but I never remember getting gouged to use the local footy field.

Nails it.....

With further thought, part 61 says that a multi engine pilot is granted the privilege of single engine which would cover it, still isn't a recent type tho so a contradiction

Not sure if it's different when using a renewal for an AFR, and I haven't read the CAAP, but mine was in a twin, first time I had flown a twin in command since my last flight review.

IF, the engine fails out of a take off situation the second shouldn't be working much harder then normal, it isn't like T/O power is set just to maintain cruise or descent, if it fails after take of tho it will be a high power setting until all terrain has been cleared. I usually get the power on the live engine back as soon as I safely can to reduce the asymmetric loads (read my leg starts hurting!) While I agree that they SHOULD perform Nev, I wouldn't like a EFATO in a C402/PA 31-350 heavy and hot, the book figures are not amazing and they were tested in the 60's with new aircraft

After re reading some of the report as it had been a while both Port And Kadina were considered by the ATSB but neither had an intrument approach at the time, but teck you are right it was fitted with lighting and PAL at the time

Chris wether the engine stopped or not there was a power loss enough to lose 35kn of airspeed. The decision to divert or not would have been made at this time.

Kadina would have been a good option if it was fitted with lights, I never knew Kadina had lights and from memory it's rather short? I no longer have any plates on it.

Chris you are quite correct but the Mayday call wasn't made in till the loss of the second engine. The first in my opinion was lost around 15min after departure when the groundspeed significantly reduces on radar and a move off track as well.

From my understanding of where the first one was lost (it's not very clear and mine is based on time and groundspeeed) he wold have been near half way but on the AD side, the only option that I can see would have been Port Pirie, which would have been a good option and with 20/20 hindsight I believe where he should have gone but on the night I think I would have taken a maintenance base only slightly further, because, what's the chances of a second engine failure right? There would have been cleve but having to cross the gulf I wouldn't have made that choice. As a third option a turn back to Edinburgh but once again I think with a small benefit I would have continued. This is all based on my belief of how things occurred on the night and as mentioned earlier there are a few differing beliefs as to how things when down but it's an accident where if it had of happened slightly earlier different decisions would have been made. The commercial pressure to return to a base is a real one but one that a prudent pilot would ignore as soon as there was a safety concern. But with an extra 10-15Nm to return to a base where you have maintenance, fuel, accomodation, passenger facility's I would say most if not nearly all pilots would have done the same.

Do you know of the location of the first engine failure? Fom my understanding of where it happened there would only have been one other suitable aerodrome which wouldn't have been much closer if any, if that was the case I also would have returned to base.

https://www.vansaircraft.com/pdf/hp_limts.pdf

To be fair, ain't the last two only a requirement after obtaining a FIR?

I'll say the difference isn't even worth considering... Don't carry any fuel considered unnecessary and ALWAYS carry enough. At MTOW I'll get about 5kn less then a light load which would be around 2%, excluding climb which may add a few min extra burning 135% of cruise fuel flow.

Shags before all this it was only level 6 speakers who didn't need anything formal and the CFI was able to access as to whether or not someone was level 6 only (from my understanding). My CFI joked that because we all speak fluent "Aussie" that he probably shouldn't give us level 6!

Yea Shags, that's all mine was, only in 2012 too, seems its changed

That's impressive, it took me 3 months to get my new and better than ever part 61 license. And then about 3 hours to tear all of the pages apart.