Matt

Maj - Curious about your statement about an "easier and cheaper means", a maintenance release costs nothing...and how could it be used to hang yourself or anyone else?

The choice of route is again up to the PIC and if his/her preferred route (time / cost / convenience / safety etc.) means flying at greater than 5000' to provide them with a greater level of comfort in the event of an emergency then, in my humble opinion, that would be "reasonable". Other than the requirement to have a radio and using as per the relevant airspace requirements (i.e. Class E broadcasts), there is not a significant difference to operating at 9500' than there is at 1500'....except that you'll get another 5-10 minutes of "air time" in the event of an engine failure...and time, in the event of an emergency, is something you can never have too much of.

The term "reasonable expectation" is a decision for the PIC of the aircraft at the time, if as PIC you feel that flying at 9500' will meet your "reasonable expectation..." (along with meeting other requirements) then it's "technically" legal.

I'm with you Yenn, RA-Aus can be expensive if you go and buy yourself a $150K aeroplane, GA can be inexpensive if you home build yourself a Corby or similar and in the EXPERIMENTAL category you (as the builder) can perform all your own maintenance. As with anything in life, we make choices (sounds like something I've mentioned before...) you can choose RA-Aus and a "classic rag and tube" ultralight, never fly in to an airfield that requires an ASIC and do your own maintenance and that'd be pretty inexpensive, but still pay membership, registration etc. You could chose to buy a $150K fully optioned Sportstar/Tecnam etc. base yourself at an airfield requiring an ASIC, security etc. and that's at the other extreme. You can chose to make GA or RA-Aus as expensive or inexpensive as you want. At the end of the day, a couple of hundred bucks a year in "administrative fees" (whether you believe they're necessary or not) is reasonable to enjoy the freedom of flight. You pay more than that to be constrained on the ground in your car.

One person who can tell you a lot about them is Jim Wickam who fly's out of Tyabb in Victoria - he's built at least two of them, both beautifully built and great looking aeroplanes.

We use the same things as Mike (Skydog) in the CT4 and the same when we had the Sportstar. They're cheap and while not going to reduce the temp in the cockpit, they will reduce the direct sun beating down on you...benefit of these type is that you can see through them...otherwise might as well fly a high wing, plenty of shade there ;-)

As someone mentioned in another thread, I believe the one about the Gympie dinner with John M from CASA, many of the things here being flagged as CASA's doings are in fact nothing to do with them i.e. ASICs, Security etc. That'd be the department responsible for aviation policy...being DOTARs. CASA are solely responsible for aviation SAFETY.

Great story Michael, I enjoy reading about people challenging themselves and overcoming the fear of the unknown. The first session of going beyond 45 or 60 degree angle of bank or more than 10 degrees nose up or down can be a bit daunting if you're used to and comfortable with straight and level. You're first attempt at a roll resulting in a pause mid way through (and ending up inverted) is pretty normal reaction for most pilots, I did it on my first attempt and have seen and heard of others do the same...must be something in the mind of the straight and level pilot that clicks and says "this doesn't look right, stop it!"...which seems to happen about half way or three quarters of the way through the roll. Getting comfortable with it is an individual thing, some take to it quickly and others never get comfortable with it. It sounds like you enjoyed your first session and you've found a very capable instructor to ride with...be careful though, you might just get addicted to flying anything other than straight and level...I know I am! And Nev, I'm with you, any instructor that has not undertaken (or able to instruct) EMT or aerobatic training is missing a whole lot of skill and experience that they should have and be able to pass on...personal opinion of course.

Have done that trip before and know guys who do it regularly in single engine pistons. Your plan Corryong-Jindabyne-Merimbula is probably the best and well worn path. Not sure you'd need to extend to Albury before tracking to Corryong, you could track direct Corryong from either Benalla or Wangaratta. You'll want a minimum of 8500'. In summer you tend to get storms developing over the ranges in mid-late afternoon and if there's a strong wind blowing, it's likely to be from the west and can make for a bumpy ride and a slow trip on the east-west (return) leg. Unfortunately there aren't too many "too careful" options to cross the great divide from Victoria. Alternatives will take you down Latrobe Valley then coastal or up through Canberra and across to Moruya but there's as much tiger country either of those ways.

Great shots Phil and a great day...interesting bendy-prop lens you had today ;-)

:thumb_up: Cool! Thanks Angela...and Kaz, pretty sure she took this shot too...happy to take credit and beat Phil at his own game Well done to Orienteer & Tomo, great shots, especially like the Drifter shot.

I echo Mazda's comments...also appreciate the need for all aviation operators to be treated fairly and equitably...ultimately though, CASA's primary role is to ensure safety for the fare paying public. Recreational / sport (i.e. non-commercial) aviation I expect would be down the list of priorities despite some of us hoping otherwise. As I have read and heard directly from John at a recent conference, the move to self-administration for the majority (all?) non-commercial aviation is something he is keen to see. This should be seen as a positive result for all non-commercial operators. The fact that CASA will be looking over the shoulder of these organisations is perfectly reasonable - as self-administrators they have a delegated authority to fulfill the role and meet the obligations / expectations that CASA would otherwise be doing & meeting. Should we expect any less?

Good post Shags, that's one of the benefits of this forum - the ability to ask for help/advice etc. Couple of points to consider / think about (with the usual - my opinion only disclaimer): 1. from reading your post it appears you might have made your decision to go round too late if you were "almost on top of her". From what you've posted, I'd suggest you should've been going around mid-final (250-300 ft) when it would have been clear the Cessna wasn't going to roll and be clear before you touched down, this would have allowed you to climb and be at 500ft before reaching the runway and then allowing an early crosswind to ensure there was no conflict with the Cessna - it should have been able to roll the Cessna with you going round and still have adequate separation. 2. When going round (aerodrome procedures permitting i.e. dual runways etc.) always keep the runway in sight - fly the dead side or in a position to keep the runway and any traffic visual - the reason you've gone around is generally because of conflicting traffic, keep them in sight. 3. Aviate - Navigate - Communicate, the old favourite - fly the aeroplane. If the radio is too busy to communicate you're intentions (initial or revised), fly to your intentions (revised in this instance) and when you get an opportunity to transmit, update your call with current details. 4. Your reflection that you "let her line up when you were on finals" is an interesting one. While you legally had right of way, you can't "direct traffic", you can only advise your position and intentions and rely on the other pilot to obey the rules. If they don't, you need to alter your plans.

Agree they make some solid equipment but an engine with a 500 hour TBO and general life limit of 2-3 overhauls isn't exactly robust...not compared with the 2000 hour TBO standard of most US engines these days. All that aside, I am a fan of the M14P, great sound and despite short life span, are known for their reliability. Now, you want a hot looking Russian-US aeroplane, check out the Bear360...this is on the top of my wish list! Bear Aircraft

Here's a few from our trip to Temora...had some friends along Unfortunately this one didn't turn out as well as hoped...still looked impressive though!

Well done Qwerty...and of course special mention to my co-pilot ;-)

Thanks for posting the reminder...and while there won't be an air display this year, expect to see many of our member's aircraft flying in and on static display.

Plenty of those moments, particularly on days when I'm working from home with the airfield 5 minute drive away. Nothing better than ending a hectic day or week with a late afternoon flight...which are normally an aerobatic session for me...ironically I find it the best way to relax. Unfortunately for the past 2 months the CT4 has been out of action getting the top end overhauled and there's been many a day in that time when the sky was just asking for it...only a couple more sleeps till she's back in the air though, then I'll be back out there!

Globe Swift over Portsea back beach

P40F Kittyhawk

I concur - map changing is automatic when you reach the edge of a map. You can also set options to change to more/less detailed maps if there are multiple maps for the same location i.e. VTC/VNC/WAC/ERC etc. I've been using OziExplorer for about 4 years and love it...especially the export to Google Earth component, great to be able to take your track(s) and load them in Google Earth.

Hard Yakka...also taken by Kaz

Russian Round lights ablaze

Russian Round & Hard Yakka, taken by Kaz (I was flying Hard Hakka) from Winjeel HFM.

Interesting thread...many an RA-Aus aircraft has flown to and from Tasmania via either Flinders Island or King Island using overwater sked calls as per ERSA requirements for Bass Straight crossings. I'm sure Eugene has an opinion on it, I believe he's done it himself a few times.