Aldo

Ada My opinion for what it's worth (talk to your instructor/mentor for your personal situation). Get Turn Back out of your thinking altogether it has killed more pilots than you have had hot dinners (I'm assuming you're not 95). Concentrate on taking off in the manner prescribed in the POH for the take off that you are doing for that particular field and if you ever happen to have an engine out on take off pick somewhere 10 deg either side of the nose and put it there. Aldo

Geoff I understood what you were trying to get across with your initial post, lesson from this is be very careful what you post as it can end up very messy. Aldo

http://www.tarafestivalncamels.org.au/ The Tara Festival of Culture & Camel Races is a biannual event and attracts approximately 8000 people from all over Australia. Commences Friday afternoon 31 July and runs through until Sunday 2 Aug. Check web site above for details A great weekend with loads of entertainment you won't be sorry Fly in to Tara (80NM west of Toowoomba) YTAA - 17/35 1200m x 18m sealed runway elev 1180 CTAF 126.7. FIA 123.95 Bruhl - Prior permission required S27 17.19 E150 26.32 09/27 1000m x 6m sealed Elev 1140. CTAF 126.7, FIA 123.95 Aldo

Seriously - the idea that one should ignore VNE is not something that should be taken lightly. If it becomes a decision to be roasted or ignore VNE, than I can see the argument - but if anything less, then exceeding VNE may be the equivalent of diving out of the tenth-floor window vs. being lightly scorched while awaiting the fire crews. VNE is not JUST a mystical figure above which the wings MIGHT fall off. It is also not 'just' a figure with a 10% safety factor for the sake of providing an observable limit. Amongst things that may have contributed to the VNE figure for a specific aircraft are: flutter, reversing controls, locked controls. Any decent attempt to snuff the fire, is worth it - provided that does not result in an incontrovertible plummet into the ground. Oscar The "wouldn't worry about VNE at this stage" comment was in relation to getting an engine compartment fire out and nothing more. You are well and truly intelligent enough to understand what a force fed fire will do in a very short time.

Just heard on 9 it is now two (2) deceased not sure how accurate that is though. Aldo

Potts Ok sorry and yes it was about RPC to RPL not what constitutes a GA BFR. Aldo

Poteroo This is a GA BFR as I said in the post above and it does cover my RA flight review as well, although every other year I do a review in a drifter just to keep myself up to date. Feel free to come and check out my testing instructor (I'm sure he'll welcome it). Pretty sure I've got a handle on my BFR's and the ratings I have to cover, been doing them for a while. Aldo

Interesting conversation but a couple of points, remember you only need to remove one of the three elements in the fire triangle (I think they use four now, chemical, shouldn't be an issue in a light aircraft) to stop the fire. Aircraft cabin fire foam is the best alternative (electrical is not an issue as max voltage is generally 32 volt RA/GA) foam is wet and will remove the heat from components and also smother reducing the available oxygen and if used correctly (not sprayed everywhere) will not obscure the view out the window. Halon - BCF (difficult to get) is a great extinguisher but is an oxygen scavenger and as such you as PIC can't breathe either , so you say open the door or window/vent as soon as you do that the heat in the fire will reignite with the return of oxygen. I have been in an engine room (on an offshore drilling rig) with a halon un-commanded release and it is not a situation you want to find yourself in at altitude - 10 seconds and you can't breathe. Halatron - available but as above just not as effective as Halon All fires shut off the electrical supply but remember residual heat will still be there see point 1 above. Engine compartment fire shut off fuel & electrical supply and get the nose down as far as you can (wouldn't worry about vne at this stage) - excess air = excess oxygen, fire will go out as it is too rich to burn, additional airflow will assist in cooling the hot areas, need to be careful on pulling out of the dive though as you may stall the aeroplane and end up with an additional problem. Aldo

Frank No, sorry if I gave the wrong impression I am doing an instrument rating at the moment (theory at the moment) but this is a BFR I will just utilise the time spent on the nav part as IF as I will have a rated instructor with me. The GA BFR covers the requirements for RAA. Aldo

Don Not all the guys flying IFR have TCAS and therefore can't see you and once below 5000 radar can't see you either (in this instance) ADS-B will only be available in capital city airports for a long time yet so that won't help either. Running into a Navajo/Cessna 310 without TCAS will have the same result for both of you. Aldo

And really what is the difference between 8500 and 5000 (3500) as most of the traffic around an airport is 1000 AGL so they will still have to talk to us and apply the see and avoid requirements as I see it this gives them less time to assess the situation in the vicinity of the airport, I've spoken to guys (IFR RPT) saying I will remain south of the highway (and only one heading that direction) and they don't know what you are talking about, time they got their heads out of their backsides and had a look out the window (not all like this though and I have had some really good experiences with the RPT IFR guys). But as I've said before what Dick wants Dick gets because he complains incessantly until he gets what he wants to the detriment of everyone else. This will be a reduction in accessibility to airports for lots of people or mean flying over more tiger country to stay under the class E airspace in some circumstances. Aldo

Dazza I don't mind as it is a check to see that I haven't developed any bad habits, most of my flights are on my own (pilot wise) and even though I do a self check following most flights the most objective way is to have someone else do that check as I'm no different to anyone else in that I think I fly reasonably well in most situations. I will also do most of my nav review under the hood (IF) so I will use it as a knowledge/skill enhancing check at the same time. Aldo

I can't imagine any GA school signing off on a review from RPC to RPL in anything less than what is required for a GA BFR (AFR) I've just picked up the paperwork as I have a flight review (BFR) in the next couple of weeks the following is a list from that paperwork, my nav alone will be a minimum 1 hour and I bet there will be a diversion thrown in just for good measure as well as a GPS failure so it will be charts and wiz wheel. Performed the following air exercises Performed pre flight actions Executed normal take off's and landings Executed cross wind take off's and landings Executed short field take off's and landings Recovered from stall in clean and landing configurations executed forced landings Handled simulated engine failure after take off Handled simulated electrical failure - emergency gear extension (if applicable) flapless landing Executed low level manoeuvres in spotting configuration Controlled aircraft by reference to instruments Controlled aircraft in circuit at night (if applicable) Demonstrated sound engine and aircraft handling Demonstrated sound navigation technique Demonstrated correct CTA procedures Demonstrated adequate situational awareness and sound airmanship VFR maintained at all times Aldo

Pero Agree with everything you say on the issue of flying CTA, a word of caution though plan an alternate route OCTA prior to your flight in case you don't get the clearance ATC are generally very accommodating and will clear you if possible but priority is given to IFR and traffic separation for the big boys. You can be merrily scooting along request your clearance at the appropriate time only to hear back ABC standby 1, the next thing you hear as you are getting ever closer to the boundary is ABC clearance not available remain outside controlled airspace. If you don't have an alternate plan at this point in time and know where other surrounding airspace is then the workload can get pretty high. If it is a weather related (or other) issue e.g. weather has closed in around you and the only option is through CTA the in your transmission change request to require and they will make room for you but you will no doubt be answering a few questions when you get on the ground. Remember the 5 P's, Prior Planning Prevents Piss-poor Performance (maybe 6) Aldo

NljbA380 Vx vs Vy have a look athe pictorial attached it is that simple To help remember which is which, I imagine a chart where the x-axis is distance, and the y-axis is altitude. If distance (x) is a concern, then use Vx to minimize the x value for a given y. If reaching a given altitude (y) quickly is your primary concern, then use Vy. If you are concerned about looking after your engine (and you should be) climb at the fastest speed which gives you a reasonable rate of climb. "The angle of attack is the angle at which the wing meets the air." An aerodynamic stall (wing) is only dependent on the angle of the relative airflow to the leading edge (keeping it simple) it is not dependent on speed an aerodynamic stall can happen at any speed and any nose position (aircraft attitude) e.g. you can stall pulling out of a high speed, low nose attitude, low power dive or in a slow speed, high power high nose attitude climb. Aldo

Geoff In my opinion the outcome is a direct result of your currency, competence and the training you received which obviously you have put to very good practice. The question of whether you panic or not is something any one can answer until it happens to them. Very well done, hopefully your wife will get back up in the air with you again, don't push her though. My wife learnt to fly initially because she figured if she was to be a passenger she may as well be able to land if something happened to me. Something like a TIF may be the go. Aldo

Robinsm Yes it is 19 and I do have the letter thanks for the heads up though.

I was looking at the approach from the north not many places to go there from 2000 - 2500 feet

Nobody Yes it appears as though that statement I made is incorrect (sorry about that) all the regs say 1000 feet above populated areas. I have certainly been told the other though but it must as you say be rumour. Aldo

OME Personally I don't see how Bankstown is able to operate single engine aircraft of any type is you consider the requirements of being able to glide clear of a built up area in the event of an engine failure. Aldo

This situation is now totally out of control, I own a Jab230 and I have no issue with owning it yes the maintenance requirement is higher than I would like but that is my choice. As a business owner that operates in a highly regulated industry if the regulator, customer or a competitor makes complaints about the reliability of my equipment we release all details immediately to prove our case , if these numbers show we have a problem area we replace, repair or re-engineer the problem equipment. The longer this farcical situation continues the worse will be the outcome for all. Jabiru could put it all to rest tomorrow by releasing all of their data good or bad this would show they are a manufacturer worthy of support and then start working towards a fix for all customers. If it eventually turns out that Jabiru has been bullsh!tting the customer including me I will never purchase another of their products. If it turns out that CASA has been doing the above sadly I will be unable to do anything but write letters of complaint to people who don't care or listen. Aldo

Bull Take a photo and report it, I think you will find RAA is starting to take a different approach to rule breaches see one on Frazer coast has lost his/her licence for three months for low flying. Aldo

David No problem have a nice night Aldo

DJ Ok thanks for that.

DJ So where does Jab arrive in comparison on the FAR 23 matrix Aldo